In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
Jason DeCaires Taylor is an eco-sculptor who creates underwater sculptures to promote marine ecosystem regeneration and raise environmental awareness. His sculptures act as artificial reefs, attracting coral and fish while diverting tourists from fragile natural reefs. Since 2006, he has created two large underwater sculpture parks off Grenada and in Cancun, containing over 500 sculptures. The installations provide benefits like increased marine biomass, refuge for species, and education about threats to the ocean.
This document provides a summary of a book titled "Sametalu" which contains Telugu proverbs with English translations. It includes details about the book such as the publishing company, editors, and copyright information. It also contains a preface and introduction section that discusses the origins and purpose of proverbs, and how they provide insights into human nature and culture. The summary highlights how proverbs are short, witty sayings that evolved from everyday life experiences and reflect the common values of a society. It also notes that understanding proverbs requires knowledge of the local culture and language.
This document is the maintenance manual for FANUC Series 0i-C and Series 0i Mate-C CNC systems. It provides instructions for maintenance displays and operations, describes the hardware configuration, and covers procedures for troubleshooting, input/output, and interfacing with the PMC. The manual does not include a full parameter list.
Transportation in the Philippines has traditionally been underdeveloped due to mountainous terrain and scattered islands, as well as lack of infrastructure investment. However, the government has recently pushed several projects to improve transportation, such as investing in water transport which is cheaper than air transport and allows shipping of goods over long distances by boat, ship or barge over oceans, lakes and through canals and rivers for commercial or military purposes.
This document discusses ship operation and management. It covers factors to consider in planning sailing schedules, including ship availability, traffic volume and characteristics, maintenance needs, crew availability and costs, climatic conditions, competition, port duties, voyage time, ship types and sizes, political factors, and more. It also discusses fleet planning, focusing on meeting business objectives, market forecasts, ship investments, voyage planning, and operating costs. Key factors that influence fleet planning decisions are also outlined, such as vessel size and capacity, schedule flexibility, demand trends, and trade routes. The document also covers ship productivity, cargo flow, manning of vessels including duties of officers and departments, and crew engagement and discharge procedures.
(1) Maritime English is the English language used at sea and in ports by seafarers and those working in shipping and shipbuilding. (2) It has gained recognition as the international language of seaborne trade since the 1970s with the development of standard vocabularies and communication phrases. (3) Maritime English is important because English is the mandated international language of the sea, it is used for communication onboard ships, and knowledge of it will be compulsory for seafarers from 2017 according to updated international standards.
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
Jason DeCaires Taylor is an eco-sculptor who creates underwater sculptures to promote marine ecosystem regeneration and raise environmental awareness. His sculptures act as artificial reefs, attracting coral and fish while diverting tourists from fragile natural reefs. Since 2006, he has created two large underwater sculpture parks off Grenada and in Cancun, containing over 500 sculptures. The installations provide benefits like increased marine biomass, refuge for species, and education about threats to the ocean.
This document provides a summary of a book titled "Sametalu" which contains Telugu proverbs with English translations. It includes details about the book such as the publishing company, editors, and copyright information. It also contains a preface and introduction section that discusses the origins and purpose of proverbs, and how they provide insights into human nature and culture. The summary highlights how proverbs are short, witty sayings that evolved from everyday life experiences and reflect the common values of a society. It also notes that understanding proverbs requires knowledge of the local culture and language.
This document is the maintenance manual for FANUC Series 0i-C and Series 0i Mate-C CNC systems. It provides instructions for maintenance displays and operations, describes the hardware configuration, and covers procedures for troubleshooting, input/output, and interfacing with the PMC. The manual does not include a full parameter list.
Transportation in the Philippines has traditionally been underdeveloped due to mountainous terrain and scattered islands, as well as lack of infrastructure investment. However, the government has recently pushed several projects to improve transportation, such as investing in water transport which is cheaper than air transport and allows shipping of goods over long distances by boat, ship or barge over oceans, lakes and through canals and rivers for commercial or military purposes.
This document discusses ship operation and management. It covers factors to consider in planning sailing schedules, including ship availability, traffic volume and characteristics, maintenance needs, crew availability and costs, climatic conditions, competition, port duties, voyage time, ship types and sizes, political factors, and more. It also discusses fleet planning, focusing on meeting business objectives, market forecasts, ship investments, voyage planning, and operating costs. Key factors that influence fleet planning decisions are also outlined, such as vessel size and capacity, schedule flexibility, demand trends, and trade routes. The document also covers ship productivity, cargo flow, manning of vessels including duties of officers and departments, and crew engagement and discharge procedures.
(1) Maritime English is the English language used at sea and in ports by seafarers and those working in shipping and shipbuilding. (2) It has gained recognition as the international language of seaborne trade since the 1970s with the development of standard vocabularies and communication phrases. (3) Maritime English is important because English is the mandated international language of the sea, it is used for communication onboard ships, and knowledge of it will be compulsory for seafarers from 2017 according to updated international standards.
This document discusses the analytical approach to modeling the longitudinal disturbed motion of an ekranoplan (wing-in-ground effect craft). It presents the linearized differential equations describing the craft's horizontal speed, flight altitude, and pitch angle in response to disturbances. Dimensionless forms of the equations are derived using characteristic time scales and coefficients for the aerodynamic forces and moments. Analysis of the characteristic determinant reveals the system responds to disturbances through combinations of the aerodynamic derivatives with respect to pitch angle, altitude, and vertical speed.
This document provides the proceedings from the 2001 International Ground Effect Symposium held in Toulouse, France. It includes:
- An introduction and preface discussing the history and potential future of wing in ground effect (WIG) craft.
- Acknowledgements and details of the organizing board and sponsors.
- A list of participants from the symposium.
- The table of contents listing 10 paper presentations on topics related to WIG technology, craft design, and testing.
- Appendices with additional WIG resources including related websites, books, and information about the host organizations Euroavia and SUPAERO.
The proceedings capture presentations and discussions from experts in the field of
EAGES Proceedings - K. V. Rozhdestvenskii 1Stephan Aubin
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
EAGES Proceedings - K. V. Rozhdestvenskii 2Stephan Aubin
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
EAGES Proceedings - S. AUBIN & J. MONCHAUXStephan Aubin
1) The document discusses easy experimental methods for studying ground effects, including using a moving belt wind tunnel system to simulate the movement of the ground.
2) It presents a case study on the Mercedes CLK-GTR race car where a 1:10 scale model was tested in wind tunnel to understand flow under the car and ground clearances.
3) Key findings included that downforce increases with lower ground clearance up to a point where the boundary layer blocks the underbody flow, and that side skirts and rear wings help increase downforce by preventing crossflows and increasing underbody velocity.
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
EAGES Proceedings - G. Gazuit & Y. GoupilStephan Aubin
This document presents the Hydrofret concept, a new type of seaplane designed for freight transport. It aims to reduce congestion at airports by moving freight operations to seaports. The concept involves a large catamaran-hull aircraft that uses ram wing and ground effect technologies to take off and land on water at low speeds. It discusses the challenges of seaplanes and how Hydrofret addresses them through its design. The document provides background on the concept's creators and details on the tandem wing and ram wing configurations intended to enable efficient takeoff and landing.
This article provides a comprehensive review of wing-in-ground effect (WIG) vehicles and technology. It discusses the history and development of WIG vehicles worldwide starting in the early 1900s. Recent projects from countries like China, Germany, Russia, and the US are also covered. The article examines the aerodynamics of WIG vehicles and mathematical modeling. It explores various applications of WIG vehicles such as civil, naval, and search and rescue operations. Classification systems for WIG vehicles are also summarized.
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
Boeing 777X Wingtip Analysis - FEM Final ProjectMatt Hawkins
This document summarizes a mechanical investigation of the folding wingtip mechanism on the Boeing 777X aircraft. The author models a simplified section of the 777X wingtip to calculate the strain energy and rotational stiffness of the hinge mechanism during steady, level flight. Using beam theory and finite element analysis software, the author determines that the hinge latching mechanism must produce an equivalent rotational stiffness of over 10 million newton-meters per radian to prevent failure under flight loads. The analysis presents simplifications and assumptions due to the proprietary nature and complexity of the actual 777X wingtip design.
This document provides a final report on the design of an executive water jet aircraft called the Jaeger. Key points:
- The design was conducted by 10 students over 11 weeks to explore the feasibility of an amphibious business jet.
- The Jaeger concept was selected through a tradeoff study and features a high wing, twin engine T-tail configuration with retractable floats.
- Performance estimates indicate it can carry 16 passengers up to 6,000 nm at a cruise speed of 0.85 Mach.
- Critical subsystems like operations on water, hydrodynamic drag, and stability were analyzed to assess feasibility of the concept.
Development of a Integrated Air Cushioned Vehicle (Hovercraft)IJMER
1) The document describes the development of an integrated air cushion vehicle (hovercraft) prototype. It details the design of major components like the hull, skirt, air box, engine assembly, and integrated lift and thrust system using one propeller.
2) Calculations are shown for determining the required air volume, pressures, and component sizes based on the hovercraft's weight and dimensions. A suitable impeller is selected to provide the needed airflow and pressure.
3) Fabrication of the prototype from materials like plywood, polystyrene, and aluminum is described. Testing showed the hovercraft could lift and propel itself carrying 75kg at 70mm above the surface at near 20km/hr.
Aerial VTOL motorcycle - the common sense approachLiviu Giurca
A lot of teams or producers begin the VTOL development with the goal to build directly multi-passenger aircraft (with at least four passengers). For such far objective they must to spend around one billion dollars as already demonstrated some current programs. This is very risky because the dominant technologies of the future are not yet established and the investment can be lost. So is more rational to develop a small VTOL vehicle of the type of aerial “motorcycle”, for one or two passengers and for which the costs are maybe ten times lower. In this case we came with our own solutions.
Ultra-compact VTOL aircraft- UVA for civil and military applicationsLiviu Giurca
The Ultra-compact VTOL aircraft- UVA is a design concept which explores a new lift system for Vertical Take-off and Landing (VTOL) Aircraft. It is based upon two thrust units with Ventury effect potentially creating a vehicle with no external moving parts, reduced vehicle aerodynamic losses compared to previous VTOL technologies and substantially creating an induced lift even in static or quasi-static conditions.
This document summarizes a study about hovercraft design. It discusses the key components of a hovercraft including the lift fan, thrust propellers, momentum curtain, skirt, air box, and rudders. It provides details on hovercraft operation, including how lift and thrust are generated. Calculations are shown for determining the necessary lift forces, power requirements, and thrust forces. The results demonstrated the hovercraft's ability to hover with over 300 pounds of payload. In conclusion, hovercraft require careful design to overcome challenges while allowing for low friction movement over various surfaces.
Developing a Programme for Engine Design Calculations of a Commercial AirlinerIJMER
This project leads to a path of understanding the necessary fundamental calculations that
need to be done during an engine design of a commercial airliner. These calculations are hand based
calculations that are done based on the parameters of the airframe data provided by the airline
manufacturers. These calculations are a little tedious and require a paper and a pen to carry out the
procedures. This project will enable the following outcomes for the students: providing a fundamental
understanding of the aircraft engine design, more from the grounds up approach and an automated way
(program) of doing the above, enabling faster iterations and making it easy to achieve the required
parameters for designing an engine
This document provides a conceptual design for an unmanned aerial system called High Voltage to compete in the Airbus Cargo Drone Challenge. The design uses a twin-boom inverted V-tail configuration optimized for safety, reliability, ease of maintenance and high turnaround rate. Key features include vertical takeoff and landing capability using 8 motors, a parachute recovery system, modular battery and payload compartments, and extensive use of composites. The design was selected after evaluating configurations based on figures of merit prioritizing safety, maintenance costs, and profitability to enable widespread commercial adoption.
Blended Wing Body (BWB) - Future Of AviationAsim Ghatak
What is Blended Wing Body, History, Advantages And Disadvantages, Design and Structure, How airplanes Fly, Conventional airplanes vs. BWB, Future Scope And Challenges.
Blended Wing Body (BWB) - Future Of AviationAsim Ghatak
What Is Blended Wing Body, History of BWB, How Airplanes Fly, Aircraft Control Surfaces, Design and Structure of BWB, Advantages and Disadvantages, Conventional aircraft vs. BWB, Future Scope and Challenges
Aerodynamic Performance Analysis of a Co-Flow Jet Aerofoil using CFDIRJET Journal
This document discusses a computational fluid dynamics (CFD) analysis of a co-flow jet aerofoil design intended to enhance aerodynamic performance. The analysis compares the lift, drag, and stall characteristics of a baseline aerofoil to a modified co-flow jet aerofoil design. The co-flow jet aerofoil incorporates jets of high-pressure air injected towards the leading edge and sucked from the trailing edge, maintaining zero net mass flux across the aerofoil. This is intended to increase circulation and lift while decreasing drag. The CFD analysis is conducted using Reynolds-averaged Navier-Stokes equations to simulate performance at various angles of attack. Preliminary results suggest the co-flow jet design achieves
This document discusses the analytical approach to modeling the longitudinal disturbed motion of an ekranoplan (wing-in-ground effect craft). It presents the linearized differential equations describing the craft's horizontal speed, flight altitude, and pitch angle in response to disturbances. Dimensionless forms of the equations are derived using characteristic time scales and coefficients for the aerodynamic forces and moments. Analysis of the characteristic determinant reveals the system responds to disturbances through combinations of the aerodynamic derivatives with respect to pitch angle, altitude, and vertical speed.
This document provides the proceedings from the 2001 International Ground Effect Symposium held in Toulouse, France. It includes:
- An introduction and preface discussing the history and potential future of wing in ground effect (WIG) craft.
- Acknowledgements and details of the organizing board and sponsors.
- A list of participants from the symposium.
- The table of contents listing 10 paper presentations on topics related to WIG technology, craft design, and testing.
- Appendices with additional WIG resources including related websites, books, and information about the host organizations Euroavia and SUPAERO.
The proceedings capture presentations and discussions from experts in the field of
EAGES Proceedings - K. V. Rozhdestvenskii 1Stephan Aubin
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
EAGES Proceedings - K. V. Rozhdestvenskii 2Stephan Aubin
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
EAGES Proceedings - S. AUBIN & J. MONCHAUXStephan Aubin
1) The document discusses easy experimental methods for studying ground effects, including using a moving belt wind tunnel system to simulate the movement of the ground.
2) It presents a case study on the Mercedes CLK-GTR race car where a 1:10 scale model was tested in wind tunnel to understand flow under the car and ground clearances.
3) Key findings included that downforce increases with lower ground clearance up to a point where the boundary layer blocks the underbody flow, and that side skirts and rear wings help increase downforce by preventing crossflows and increasing underbody velocity.
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
EAGES Proceedings - G. Gazuit & Y. GoupilStephan Aubin
This document presents the Hydrofret concept, a new type of seaplane designed for freight transport. It aims to reduce congestion at airports by moving freight operations to seaports. The concept involves a large catamaran-hull aircraft that uses ram wing and ground effect technologies to take off and land on water at low speeds. It discusses the challenges of seaplanes and how Hydrofret addresses them through its design. The document provides background on the concept's creators and details on the tandem wing and ram wing configurations intended to enable efficient takeoff and landing.
This article provides a comprehensive review of wing-in-ground effect (WIG) vehicles and technology. It discusses the history and development of WIG vehicles worldwide starting in the early 1900s. Recent projects from countries like China, Germany, Russia, and the US are also covered. The article examines the aerodynamics of WIG vehicles and mathematical modeling. It explores various applications of WIG vehicles such as civil, naval, and search and rescue operations. Classification systems for WIG vehicles are also summarized.
In 2001 Euroavia Toulouse organized a symposium on ground effect. We invited most of the Russian and German actors, and some experts from Holland, UK or France for a week of science around the subject of ekranoplans / flying boats. This was dedicated to students. A book was issued... and now that all copies have been sold for a while I am sharing this on LinkedIn for everyone.
Enjoy.
Stéphan AUBIN
Boeing 777X Wingtip Analysis - FEM Final ProjectMatt Hawkins
This document summarizes a mechanical investigation of the folding wingtip mechanism on the Boeing 777X aircraft. The author models a simplified section of the 777X wingtip to calculate the strain energy and rotational stiffness of the hinge mechanism during steady, level flight. Using beam theory and finite element analysis software, the author determines that the hinge latching mechanism must produce an equivalent rotational stiffness of over 10 million newton-meters per radian to prevent failure under flight loads. The analysis presents simplifications and assumptions due to the proprietary nature and complexity of the actual 777X wingtip design.
This document provides a final report on the design of an executive water jet aircraft called the Jaeger. Key points:
- The design was conducted by 10 students over 11 weeks to explore the feasibility of an amphibious business jet.
- The Jaeger concept was selected through a tradeoff study and features a high wing, twin engine T-tail configuration with retractable floats.
- Performance estimates indicate it can carry 16 passengers up to 6,000 nm at a cruise speed of 0.85 Mach.
- Critical subsystems like operations on water, hydrodynamic drag, and stability were analyzed to assess feasibility of the concept.
Development of a Integrated Air Cushioned Vehicle (Hovercraft)IJMER
1) The document describes the development of an integrated air cushion vehicle (hovercraft) prototype. It details the design of major components like the hull, skirt, air box, engine assembly, and integrated lift and thrust system using one propeller.
2) Calculations are shown for determining the required air volume, pressures, and component sizes based on the hovercraft's weight and dimensions. A suitable impeller is selected to provide the needed airflow and pressure.
3) Fabrication of the prototype from materials like plywood, polystyrene, and aluminum is described. Testing showed the hovercraft could lift and propel itself carrying 75kg at 70mm above the surface at near 20km/hr.
Aerial VTOL motorcycle - the common sense approachLiviu Giurca
A lot of teams or producers begin the VTOL development with the goal to build directly multi-passenger aircraft (with at least four passengers). For such far objective they must to spend around one billion dollars as already demonstrated some current programs. This is very risky because the dominant technologies of the future are not yet established and the investment can be lost. So is more rational to develop a small VTOL vehicle of the type of aerial “motorcycle”, for one or two passengers and for which the costs are maybe ten times lower. In this case we came with our own solutions.
Ultra-compact VTOL aircraft- UVA for civil and military applicationsLiviu Giurca
The Ultra-compact VTOL aircraft- UVA is a design concept which explores a new lift system for Vertical Take-off and Landing (VTOL) Aircraft. It is based upon two thrust units with Ventury effect potentially creating a vehicle with no external moving parts, reduced vehicle aerodynamic losses compared to previous VTOL technologies and substantially creating an induced lift even in static or quasi-static conditions.
This document summarizes a study about hovercraft design. It discusses the key components of a hovercraft including the lift fan, thrust propellers, momentum curtain, skirt, air box, and rudders. It provides details on hovercraft operation, including how lift and thrust are generated. Calculations are shown for determining the necessary lift forces, power requirements, and thrust forces. The results demonstrated the hovercraft's ability to hover with over 300 pounds of payload. In conclusion, hovercraft require careful design to overcome challenges while allowing for low friction movement over various surfaces.
Developing a Programme for Engine Design Calculations of a Commercial AirlinerIJMER
This project leads to a path of understanding the necessary fundamental calculations that
need to be done during an engine design of a commercial airliner. These calculations are hand based
calculations that are done based on the parameters of the airframe data provided by the airline
manufacturers. These calculations are a little tedious and require a paper and a pen to carry out the
procedures. This project will enable the following outcomes for the students: providing a fundamental
understanding of the aircraft engine design, more from the grounds up approach and an automated way
(program) of doing the above, enabling faster iterations and making it easy to achieve the required
parameters for designing an engine
This document provides a conceptual design for an unmanned aerial system called High Voltage to compete in the Airbus Cargo Drone Challenge. The design uses a twin-boom inverted V-tail configuration optimized for safety, reliability, ease of maintenance and high turnaround rate. Key features include vertical takeoff and landing capability using 8 motors, a parachute recovery system, modular battery and payload compartments, and extensive use of composites. The design was selected after evaluating configurations based on figures of merit prioritizing safety, maintenance costs, and profitability to enable widespread commercial adoption.
Blended Wing Body (BWB) - Future Of AviationAsim Ghatak
What is Blended Wing Body, History, Advantages And Disadvantages, Design and Structure, How airplanes Fly, Conventional airplanes vs. BWB, Future Scope And Challenges.
Blended Wing Body (BWB) - Future Of AviationAsim Ghatak
What Is Blended Wing Body, History of BWB, How Airplanes Fly, Aircraft Control Surfaces, Design and Structure of BWB, Advantages and Disadvantages, Conventional aircraft vs. BWB, Future Scope and Challenges
Aerodynamic Performance Analysis of a Co-Flow Jet Aerofoil using CFDIRJET Journal
This document discusses a computational fluid dynamics (CFD) analysis of a co-flow jet aerofoil design intended to enhance aerodynamic performance. The analysis compares the lift, drag, and stall characteristics of a baseline aerofoil to a modified co-flow jet aerofoil design. The co-flow jet aerofoil incorporates jets of high-pressure air injected towards the leading edge and sucked from the trailing edge, maintaining zero net mass flux across the aerofoil. This is intended to increase circulation and lift while decreasing drag. The CFD analysis is conducted using Reynolds-averaged Navier-Stokes equations to simulate performance at various angles of attack. Preliminary results suggest the co-flow jet design achieves
The document discusses several technologies related to adaptive and fluidic flight control systems:
- Fluidics uses fluids rather than electronics for control operations, with applications in aircraft circulation control and thrust vectoring for benefits like lower mass and complexity.
- The Boeing X-53 Active Aeroelastic Wing program tested controlling wing twist using multiple leading and trailing edge controls on a modified F/A-18 to provide improved wing control and efficiency.
- Adaptive compliant wings can flexibly change aspects of their shape in flight using mechanisms like variable-camber trailing edges or twist, as demonstrated on a section tested on the White Knight aircraft.
This is my first crack at writing a technical report for an assignment in a mechanical engineering course at the University of Alberta. How was the clarity? Any feedback on how I can improve?
Aeronautical New Projects in different parts of the worldEduardoFalco16
Airbus is renewing its fleet of ships that transport aircraft parts between Europe and the US. The new fleet will consist of 3 modern, low-emission vessels equipped with wind-assisted propulsion technologies to reduce CO2 emissions. This supports Airbus' goal of reducing industrial emissions by 63% by 2030. Airbus selected Louis Dreyfus Armateurs to build, operate and maintain the new fleet.
This document discusses the use of computational modeling to study hydrofoil design improvements for reducing water takeoff distances of amphibious aircraft. It provides background on challenges in amphibious aircraft design and limited prior research on using hydrofoils. The author develops a preliminary computational framework to assess hydrofoil performance and effectiveness for amphibious aircraft applications, focusing on optimizing hydrofoil position, span, and incidence angle to minimize water takeoff distance while maintaining aircraft stability. A case study applies this framework to a 10-seater amphibious aircraft concept, finding that a hydrofoil can reduce hull resistance and water takeoff distance.
The document describes a new vertical take-off and landing (VTOL) unmanned aerial vehicle (UAV) architecture being developed by VTOL Technologies that is well-suited for urban, mountainous, and maritime environments. The flying wing design with four thrust-vectoring propulsion units offers high payload capacity, endurance, and safety advantages over fixed-wing and rotorcraft UAVs. It can operate in tight spaces and recover from ships, withstanding gusts better than other designs. The unique VTOL system could enable applications like security for the 2012 London Olympics.
This thesis analyzes the aerodynamic performance of a canard-configured forward swept wing aircraft design. Canards are small wings mounted in front of the main wing that act as horizontal stabilizers to control pitch. A forward swept wing directs airflow inward from the wingtips toward the root. The study selects airfoils for the canards, wing root, and wing tip based on criteria to induce earlier stalling at the root than the tips. Graphs of lift, drag, and moment coefficients versus angle of attack are presented for the reference design and two experimental airfoil sets. The second set is chosen for its larger gaps in stalling angles and higher maneuverability potential. In conclusion, a canard-configured forward
International Journal of Engineering and Science Invention (IJESI) is an international journal intended for professionals and researchers in all fields of computer science and electronics. IJESI publishes research articles and reviews within the whole field Engineering Science and Technology, new teaching methods, assessment, validation and the impact of new technologies and it will continue to provide information on the latest trends and developments in this ever-expanding subject. The publications of papers are selected through double peer reviewed to ensure originality, relevance, and readability. The articles published in our journal can be accessed online.
Similar to EAGES Proceedings - Hanno Fischer 1 (20)
A review on techniques and modelling methodologies used for checking electrom...nooriasukmaningtyas
The proper function of the integrated circuit (IC) in an inhibiting electromagnetic environment has always been a serious concern throughout the decades of revolution in the world of electronics, from disjunct devices to today’s integrated circuit technology, where billions of transistors are combined on a single chip. The automotive industry and smart vehicles in particular, are confronting design issues such as being prone to electromagnetic interference (EMI). Electronic control devices calculate incorrect outputs because of EMI and sensors give misleading values which can prove fatal in case of automotives. In this paper, the authors have non exhaustively tried to review research work concerned with the investigation of EMI in ICs and prediction of this EMI using various modelling methodologies and measurement setups.
Batteries -Introduction – Types of Batteries – discharging and charging of battery - characteristics of battery –battery rating- various tests on battery- – Primary battery: silver button cell- Secondary battery :Ni-Cd battery-modern battery: lithium ion battery-maintenance of batteries-choices of batteries for electric vehicle applications.
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EAGES Proceedings - Hanno Fischer 1
1. The Hoverwing Technology
Bridge between WIG and ACV
Prepared for the EAGES 2001 International Ground Effect Symposium
Toulouse, France
June 2001
Hanno Fischer
Fischer - Flugmechanik
Kickenstraße 88
47877 Willich / Germany
45
3. The Hoverwing Technology
Bridge between WIG and ACV
Hanno Fischer
ABSTRACT
Wingships (WIG, Wing In Ground) utilise water as runways to reach their lift-off speed, which
is determined by the wing loading. High Wing Loadings are desirable for high cruising speeds with
inherent height and Longitudinal stability.
To build up the necessary dynamic air pressure under the wings, they need roughly 3 times more
power to overcome the hydrodynamic hump-drag compared to the drag during ground effect flight.
So it is necessary to develop suitable devices as Lift-off-aids in order to reduce the recommended
power. With support of the German Ministry for R&D (BMB & F) Fischer-Flugmechanik (FF)
has developed the ”Hoverwing - Technology” in order to further reduce the necessary lift-off power.
The principle of this technology, for which FF has patent rights, is the building up of static air
pressure between the catamaran float. After lift-off the dynamic pressure will replace the static
pressure and the craft operates as a WIG with high lift to drag ratios.
FF is developing the ”Hoverwing 80”, with the target to transport 80 passengers at 100 kts.
Some test results with a scaled down two Seater will be demonstrated by video extracts.
ABOUT THE AUTHOR
Ing.Hanno Fischer was the Technical Director to Rhein- Flugzeugbau GmbH (RFB)in Germany.
He has developed around 12 different aircraft like Fantrainer, Fanliner, RW 3 and the military used
WIGs X113, X114 and X114 H (X114 with hydrofoils) .They were designed as aircraft to fulfil the
military requirement with free flight capability. The concepts were based on the works of Dr.
Lippisch.
After retiring from RFB he founded the company Fischer - Flugmechanik together with his
partner Klaus Matjasic. Their target is to develop the ground effect technology towards commercial
application.
Based on their patents, they successfully designed the first generation of WIGs for civil use-
the Airfisch 1, to Airfish 3, for which they granted a production licence to RFB.
In order to achieve a higher economical efficiency, they have developed the Hoverwing techno-
logy, which can be considered to be a basis for the second generation of WIGs. Their works are
government sponsored from the German Ministry of R&D.
Last design is the Airfisch 8 called now Flightship 8, a 8 seater which has made the maiden
flight in February 2001 and is delivered to Australia after successful flight demonstration.
Author of many articles and papers in the field of ground effects, for instance in Australia 1996.
47
5. Hanno Fischer The Hoverwing technology - Bridge between WIG and ACV 49
INTRODUCTION
The transport velocity of passengers and goods is well above 100 km/h during surface transport.
Changing from surface to water transport, the speed is reduced by as much as 20 % because of the
low speed of waterborne vessels, thus increasing the tendency to switch over to fast but expensive air
transport. Utilizing the so called ground effect, the gap between slow and inexpensive ships and fast
but expensive aircraft can be filled (Fig.1). As WIGs lift of from the water during cruise, they avoid
the high drag from the high density of the water. In order to achieve the necessary aerodynamic
lifting forces for taking off, it is also necessary to overcome the hydrodynamic drag, which can be
extremely high on a conventional WIG and determines the engine power to be installed. Contrary
to aircraft, this excessive installed power cannot be used to increase the cruise speed. The economic
efficiency of WIGs, therefore, relies on the drag being overcome during take-off.
The Hoverwing technology uses a small portion of the propeller slip stream to create a static
air cushion between the floats, which are designed, as catamarans. Thus the displacement of the
vessel’s floats is reduced by 80 %. This results in a reduction of the wetted surfaces, that enables
a drastic reduction of installed engine power.
TAKE-OFF AIDS REDUCE THE ENGINE POWER TO BE INS-
TALLED
The attempts to reduce the hydrodynamic drag in order to achieve higher speeds led to nu-
merous different designs. Figure 2-Morphologic Triangle shows the different systems known today,
which are supported by static air cushions at increasing speed but which cannot avoid water contact
completely. By using a static air cushion during take-off, which at take-off speed is replaced by
a dynamic air cushion, the Hoverwing can lift of from the water completely, and reaches glide
ratios which are significantly higher than those of today’s vessels. Figure 3-Weight to Thrust Ratio
gives an impression of the different thrust requirements of different vehicles. A seaplane or flying
boat has a very high thrust, as it is able to use this excessive power for cruise. WIGs, having the
disadvantage compared with water-planes in that they cannot change the angle of attack during
a take-off run in order to maintain the best lift to drag ratios.They must have an improved float
design, allowing them to take-off with a constant angle of attack. Tested WIGs show a thrust-to-
weight ratio of about 1 : 4. The optimized float design of the Airfisch-3 increased that number to
1 : 5.2 and with the manned Hoverwing Testbed we reached already 6.5 and we expect to come to
1 : 8 with our current optimisation programm.
HOVERWING TECHNOLOGY
Figure 4-Technology shows the relationship of the different transport systems to each other.
On the left hand side, those systems are shown which do not need any forward speed to carry
their weight. On the right hand side, those systems are shown which require speed to create their
operational lift, hydrofoils and aircraft. Correspondingly, the Hovercraft is the link between the
displacement vessel and helicopter, while on the right hand side the WIG is the link between
hydrofoils and aircraft. The Hoverwing Technology is the bridge between ACV and WIG. FF has
developed the Hoverwing - Technology in which the catamaran float design is comparable with
the SES, but in which the supply of the air cushion is achieved by using a small part of the
6. 50 EAGES Proceedings
propeller stip stream (Fig. 5). Hoverwing principle explains the working principle of the Hoverwing
Technology. Between displacement and approximately 90 % of take-off speed, the air cushion is able
to lift up to 80 % of the vessel’s take-off weight. When reaching take-off speed, sealing of the air
cushion by the catamarans and skirts cannot be maintained, and the dynamic pressure from the free
air replaces the static air cushion.The sealing finger skirts are moved by the dynamic air pressure
automatically until they lay flat on the underside of the hull, where the additional drag is minimised
in order to maintain the high glide ratio of WIGs. In the Hoverwing design, the cabin actually is
a fall-out. The chord length of the of the airfoil section between the catamarans allows already a
cabin-height that 30 passengers can stay upright.The benefit of not having a separated fuselage
to accommodate passengers or freight, results in a significant reduction of structure,weight, drag
and construction expenses. To maintain the unconditional, inherent longitudinal stability of WIGs
during transition when taking-off, the aerodynamic centers of static and dynamic air cushions and
aerodynamic outer wings may not shift. By adjusting the rear sealing of the static air cushion,
which is a bag type skirt, and the forward sweep of the outer wings, the aerodynamic centers are
kept at one longitudinal position. So even during take-off transition, the vessel maintains stability,
and no manual control is necessary. As soon as the so-called ”flare” mode is taken after take-off,
the inlet port behind the propeller is closed, and full thrust is available for cruise. Closing the
inlet port also deflates the bag-type skirt sealing at the end of the air cushion, and is then also
folded. Before landing, the inlet port is opened again, the rear sealing inflates immediately after
throttling up when touching the water surface. The build up of the air cushion makes the front
finger skirt sealing swing down automatically, so that the air cushion is fully working again during
touch down. This makes the landing extremely soft and reduces structural loads. One problem of
this basically new configuration was the catamaran float design. The best position for the step, the
design of the sealing skirts and the best trim for take-off, were optimized in cooperation with the
Versuchsanstalt f¨ur Binnenschiflbau e.V (VBD) at Duisburg, Germany. Using scale models with
extensive measurement equipment which transmitted the test data, the complete speed range from
displacement to flare mode was analysed in order to achieve reliable information about the dynamic
characteristics and performance of the new configuration. The achievable reduction of drag, and the
resulting possible reduction of power to be installed, is shown in Figure 6 Performance potential.
PROOF OF THE CONCEPT WITH HOVERWING 2 VT
In order to achieve operational experience under realistic conditions, the manned test craft HW
2 VT was designed and built. This representative vessels is scaled down in the ratio of 1 :3.35 from
the 80 Seater HW 80 and were tested 1997. Hoverwing 2-VT completely fulfilled the performance
and characteristics in accordance with the given requirements in regard to take-off, cruise, maneu-
verability and landing, during tests on the Baltic Sea and on the IJsselmeer in the Netherlands in
3.000 k m test flights. Fig.7 shows HW 2 Vt in Operation
CONCLUSION
Creating a static air cushion by using parts of the propeller slip stream during take-off, a reduc-
tion of hydrodynamic drag comparable to that of an SES is achieved. During cruise the dynamic
pressure of the airspeed replaces the static air cushion and automatically folds the sealing skirts
to the lower side of the catamaran body, which then creates aerodynamic lift and makes the vessel
7. Hanno Fischer The Hoverwing technology - Bridge between WIG and ACV 51
become a ground effect craft. The catamaran body functioning as the main wing, offers, due to it
size and airfoil shape, a thickness which allows the comfortable accommodation of passengers inside
without the need building a separate fuselage. FF holds patent rights for the Hover-wing Techno-
logy and could confirm the required performance and characteristics as predicted by calculation
and experiment with the manned test craft, the Hoverwing 2 VT.
13. Hanno Fischer The Hoverwing technology - Bridge between WIG and ACV 57
Figure 7
14. 58 EAGES Proceedings
HOW DOES THE HOVERWING STATIC AIR CUSHION
WORK ?
TO UNDERSTAND THE PRINCIPLE THE FOLLOWING PARTS OF THE
CRAFT SHOULD BE NOTED
15. Hanno Fischer The Hoverwing technology - Bridge between WIG and ACV 59
CRAFT IN DISPLACEMENT - ENGINE STOPPED
CRAFT IN DISPLACEMENT - ENGINE STARTED - PROPELLER BUILDS
UP AIRFLOW
CRAFT IN DISPLACEMENT - PROPELLER PRODUCES AIRFLOW
19. Hanno Fischer The Hoverwing technology - Bridge between WIG and ACV 63
CRAFT LANDING
EMERGENCY LANDING
20. 64 EAGES Proceedings
CRAFT LANDED
DISCUSSION
Bo Svensson B(BS), Euroavia Stockholm
I would like to know where you would place trucks on the slide you showed comparing price per
kilo for aircrafts and boats ? Because in Sweden we have a long road on the coast and one could
imagine to fly along the coast. . .
Hanno Fischer (HF), Fischer Flugmechanik
The key point is the Lift to Drag ratio (L/D). You can roughly convert 75% of the horsepower
available into thrust. So with a craft that has a L/D of 20 -in comparison with an aircraft that has
a L/D of 14 like a B 747 1
, you have directly the thrust you will need, hence the fuel you need,
and so you have the efficiency that is the key factor. And believe me we can go to higher spans
and there are chances to reach a L/D of 30 ! This is a question of dimensions ! If you have a L/D of
30, your efficiency is twice the efficiency of a conventional aircraft. But for distances shorter than
1000km. We cannot go faster than 200 km/h. The problem of ground effect crafts is to answer
the following question : how can we have a height stability for a given angle of attack ? When the
aircraft goes faster, the necessary angle of attack decreases. Hence when we use the fuel power that
is determined by the take-off during the flare, we come to an angle of attack that is negative. And
being negative, we lose a great portion of the advantages of the ground effect and still we need
the height stability. In the future, we shall go step by step to higher wing loadings to increase the
speed or we could use another system that makes that the trailing edge can have a relative negative
angle, and then we will still have a positive angle of attack with the height stability, allowing us
to go faster.
Ingrid Schellhaas (IS), B¨OTEC GmbH
You said that there is no need for a pilot license on your boat. But I learnt from Mr van Opstal
the your boat is a B-type. Is there any need of a licence for such a craft ?
HF
We have worked with the Germanischer Lloyd that checked our facilities and we are the first in the
world to be certified to build wing in ground effect crafts under their control with an ISO 9001 !
1
The Airbus 340 has a L/D of roughly 17. The Editor
21. Hanno Fischer The Hoverwing technology - Bridge between WIG and ACV 65
For jumping, we are using kinetic energy. Only kinetic energy ! We only have to pull the control
device, the craft jumps up and returns automatically to ground effect. There is no need for any
control during the jump, the craft recovers automatically. And with another system I shall present
on my other paper, we are even able to forget all these things. This new system necessitates only
a small joystick for jumping, and the rest is automatic !
IS
So it is A+B, between A and B or B ?
HF
It is a B. We cannot remain in constant flight out of ground effect. We only use kinetic energy to
jump. Someone told me once that jumping 20m required a pilot licence and I said ”Think about
the ski jumpers ! The fly at 100km/h and jump over 100m ! Do they need a pilot licence ? They
only use kinetic energy !”
Cornelius Dima (CD), EA Bu¸curesti
Regarding air leakages of the air cushion, could you estimate them and give us a way of compen-
sating them ? More could you please say more about how you control the mast flow coming from
the propeller ? Has it only to do with the propeller speed or is there any other intake ?
HF
We are only using the slip stream velocity of the propeller. Behind the propeller, there is a flow
concentration and one can estimate that behind the propeller, at a distance of roughly 50% of the
propeller diametre, the flow generated by this propeller has a diametre of 50% of the propeller
diametre with roughly twice the speed. At that point, we installed a little door that catch a
small proportion (7%) of the slip stream to fill the rear bag and the rest to goes between the two
catamarans and skirts. There is no other device to control the pressure.
But there is as you said a small speed range from 90% of the take-off speed to the take-off
where there are some leakages, especially due to the sea state. The sealing of the catamarans is at
its minimum. So we lose some air in this speed range. We would be able to compensate this with
a bigger door catching 10 to 12% or the slip stream but we feel that we can overcome this hump
drag with acceleration.
Cornelius Dima (CD), EA Bu¸curesti
You said that such a vehicle could reach the airport ?
HF
We can fly at roughly 30% or the span of the craft. But we need the full power at such heights !
You remember the graph showing L/D with respect to height divided by span 2
. This would mean
that with a craft with a 18m span, we would fly at 6m . . .but it would not be economical.
To answer the question of the route we would take, I would say that we are fighting with our
German authorities and I must say that they are very bad ! It is a lot easier in Holland and this is
why we are doing most of our flight testing there ! You probably know this old joke ”In Germany,
what in not allowed is forbidden while in the USA what is not forbidden is allowed” and excuse
me but it is almost as complicated in France ! We have now reached the point where our Ministry
of Trafic will allow us next year3
to make an operation from L¨ubeck to Rostock and Strandstr¨om
to show that our ground effect machines are reliable and safe transport means that can operate in
2
See P. 205. The Editor
3
2002. The Editor
22. 66 EAGES Proceedings
mixed trafic or also between boats. So we will start with short distances in areas where the waves
are not higher than 1.5m. So Hamburg is a long future . . .
Aji Purwanto (AP), ENSICA
I would like to ask you a question about the transition between the air cushion lift and the dynamic
lift. You showed the state of the front skirt at this moment and its stability. Is there any stability
problem due to the pressure difference between the two sides of the skirts ? Thank you.
HF
The key point is the moment when we lose the sealing of the skirt. At this moment, the pressure
drops down in the air cushion and the static air cushion is replaced by the RAM air.
So when you see the videos you can observe, for a few seconds, the finger skirts move a little
bit because, as long as we have a sealed air cushion, the back pressure maintains them and when
the nose of the craft goes up a little bit it creates this little movement. But we haven’t seen any
problem of stability yet and the great advantage is, you’ll see it on the videos, that during the
landing, the opposite happens !
Hanno Fischer
Mats Larsson (MS), Euroavia Stockholm
I would like to ask you a question about your merit factor :
merit factor =
payload × pay − volume × speed × range
purchase − price × operational cost(range used)
You are using the cabin a lifting-body. Are lifting-bodies a better concept for ground effect
crafts ?
HF
We tried the lifting-body on aircraft configurations in previous times. It’s a problem of dimensions.
Men need at least a 1.80m cabin height. This gives thus the minimum height of the cabin.So we
need long chords to reach such height with an airfoil with roughly a 12% thickness. If our Hoverwing
is smaller than an 8-seater, then it would not make sense. The chord would be too small and people
would not be able to seat in the cabin. The FS-8 is too small and this is why we didn’t select the
Hoverwing technology for that craft and preferred the Airfish technology. As you’ve seen on some
pictures, our test pilot is sitting very uncomfortably in the HW 2 as the chord length is only 6m.
So we need at least 8 to 10 persons to have a configuration that can provide room for the
passengers and lift. 40% of the lift is generated by the cabin !
23. Hanno Fischer The Hoverwing technology - Bridge between WIG and ACV 67
ML
But it is thanks to your low speeds that you can use such thick wings.
HF
We are between 10 and 13% of thickness for ground effect airfoils.
ML
Yes but there are no projects of an aircraft with a body-lift configuration with a speed range of
400 to 500km/h and that would be comparable to your project !
HF
Of course, the fast aircraft chord thickness are roughly 9% but there is a real difference between
an airfoil in free flight and an airfoil for ground effect. As you’ve seen this morning4
, the pressure
is different around the airfoils, the downwash is different, the angle of attack is different, on a sea-
plane, you can rotate the craft to reach CLmax
, on a WIG you cannot, the flaps are not as efficient
on a ground effect craft than on an airplane. So one cannot really compare the foils sections.
Jean Margail (JM), Airbus
Excuse me. As I already said, I am from Airbus and I remember seeing at the beginning of the
A-3XX program some drawings, that was about 15 years ago, and they were studying a big flying
wing configuration, and the PAX number was excellent.
Bernard Masure (BM), Universit´e d’Orl´eans
For your demonstrator HW 20, the cruise height is 1.75m. Why is it so high, with a L/D of only
18 ?
HF
This comes from the Baltic Sea ! The waves are lower than 1.5m high for 80% of the year !
Hoverwing 20
BM
So without waves, where would you fly ?
HF
Of course, we would fly closer to the ground. But from an economic point of view, we must be able
to fly for 80% of the year.
BM
But for the 747, the L/D is about 14.
4
in Edwin van Opstal’s Lecture. The Editor
24. 68 EAGES Proceedings
HF
In high altitude. The B 747 has such a L/D in high altitude. We are flying much lower !
BM
But the L/D are anyway quite comparable.
HF
If you really want to compare the two crafts, a B 747 should be compared with a craft with a span
of 60m if using the Hoverwing technology. This craft would have a L/D of more than 30 !
Jean Michel Duc (JMD), Association A´eronautique et Astronautique de France
I would like to come again on your merit factor because I have the feeling that you are counting
things twice, as the payload and the pay-volume are both on the formula. I would chose either one
or the other. Is it fair to count it twice ?
merit factor =
payload × pay − volume × speed × range
purchase − price × operational cost(range used)
HF
OK there are two answers. When you make a competition glider, you have only a pilot with 90kg,
but you sit very uncomfortably. Hence you have no pay-volume. The other point is when you fly
in the first class cabin of an airliner, you have the same speed, you arrive at the same time but
you pay 50% more . . .only for the volume ! So the comfort and the payload are important. Maybe
there should be some exposant to give from this factor a better estimation of the efficiency, but
the idea is here. You know, every craft has an optimum. For more that 1000km, I would chose the
747.
Sasa Mavrovic (SM), Euroavia Zagreb
Your government said that the requirement for range was 800km but you make only 500km. Would
that be a problem getting financing ?
HF
No, the requirements are based on the 80-seater. But I said that the step from the 2-seater to the
80-seater is too big. I prefer small steps rather than one too big. So we said that the 20-seater did
not need this range capacity.
Our government gave us studies from a research company based in Rostock on the Baltic Sea.
They checked the market and I have the data here where they say how many passengers are going
from Copenhagen to St Petersburg, how much they pay, how long they travel to find out how big
the gap is. And they found that roughly 30% of all the passengers moving on the Baltic Sea can be
transported with ground effect crafts under these limits in distances . . .and this makes 320 crafts.
So we have a big market !
Notice that with longer distances, the speed of the classic fast aircrafts reduces our potential,
like for trains.
25. Hanno Fischer The Hoverwing technology - Bridge between WIG and ACV 69
Hoverwing 80
Requirement based on Market Study
Hoverwing 80
Transport Baltic Sea condition
80 passengers
Speed 180 km/h
Range 800 km
Wave height Cruise 1.5 m
Wave Height take-off 1.5 m
Wave Height landing 2.5 m
Stop Distance emergency 400m
Turn Radius ≤ 1000m
Fuel Consumption 40g/Pax/km
Installed Power ≤ 150 kW/tonne
Span ≤ 20m
Jean Margail (JM), Airbus
Another question. An operating question. Maybe it is idiot . . .When you’ll be allowed to fly over
rivers, what is your way to cross bridges ? Under ? Over ? And we know there is a ground effect. Is
there any ceiling effect ?
HF
We have three operating modes.When we are in high density rivers with boats or in a harbor, we
run in displacement mode. We have on our wingtips two water propellers and a joystick in the
craft, and we control the two propellers to go backward, forward, only one forward so we are very
manoeuvrable. In high density, we have to go on displacement.
When we have a certain distance before us that is free, we go on step taxiing like sea-planes.
We run with 80% of our take-off speed. We still have water contact, have a very short stop distance
and still a high manoeuvrability.
And only when we have a clear free distance before us then we go at 100% of the take-off speed
and we’re in the air.
So we have to check like on an airplane. Jumping is only the last solution. You will see some
test results on jumping in my other presentation.
JM
But do you think you will be allowed to fly on rivers ?
26. 70 EAGES Proceedings
HF
With the X113 that was able of free flight we have flown in the river Wiesel and we made a turn
over the land as the river was small. But I would say it is not good for every pilot . . .
I personally flew our vehicles and this is a joke we have. When we were flying on the lake of
Constance, the first time, I remember that the water police was very concerned about our craft
and we flew directly to the police boat at high speed and jumped over them ! It costed us everytime
a bottle of whisky but is was very impressive, you’ll see it on the videos !