WIG Craft and Ekranoplan

1. Front Matter

   Pages 1-15

   PDF

2. Wings in Ground Effect

   • Liang Yun, Alan Bliault, Johnny Doo

   Pages 1-32

3. WIG Craft Development

   • Liang Yun, Alan Bliault, Johnny Doo

   Pages 33-93

4. Longitudinal Force Balance and Trim

   • Liang Yun, Alan Bliault, Johnny Doo

   Pages 95-115

5. Hovering and Slow-Speed Performance

   • Liang Yun, Alan Bliault, Johnny Doo

   Pages 117-145

6. Aerodynamics in steady Flight

   • Liang Yun, Alan Bliault, Johnny Doo

   Pages 147-188

7. Longitudinal and Transverse Stability

   • Liang Yun, Alan Bliault, Johnny Doo

   Pages 189-223

8. Calm Water Drag and Power

   • Liang Yun, Alan Bliault, Johnny Doo

   Pages 225-254

9. Seakeeping and Manoeuvrability

   • Liang Yun, Alan Bliault, Johnny Doo

   Pages 255-281

10. Model Tests and Aero-hydrodynamic Simulation

    • Liang Yun, Alan Bliault, Johnny Doo

    Pages 283-305

11. Structural Design and Materials

    • Liang Yun, Alan Bliault, Johnny Doo

    Pages 307-336

12. Power plant and Transmission

    • Liang Yun, Alan Bliault, Johnny Doo

    Pages 337-353

13. Lift and Propulsion Systems

    • Liang Yun, Alan Bliault, Johnny Doo

    Pages 355-372

14. Concept Design

    • Liang Yun, Alan Bliault, Johnny Doo

    Pages 373-416

15. Back Matter

    Pages 417-450

    PDF

In the last half-century, high-speed water transportation has developed rapidly. Novel high-performance marine vehicles, such as the air cushion vehicle (ACV), surface effect ship (SES), high-speed monohull craft (MHC), catamaran (CAT), hydrofoil craft (HYC), wave-piercing craft (WPC) and small water area twin hull craft (SWATH) have all developed as concepts, achieving varying degrees of commercial and military success. Prototype ACV and SES have achieved speeds of 100 knots in at calm con- tions; however, the normal cruising speed for commercial operations has remained around 35–50 knots. This is partly due to increased drag in an average coastal s- way where such craft operate services and partly due to limitations of the propulsion systems for such craft. Water jets and water propellers face limitations due to c- itation at high speed, for example. SWATH are designed for reduced motions in a seaway, but the hull form is not a low drag form suitable for high-speed operation. So that seems to lead to a problem – maintain water contact and either water propulsion systems run out of power or craft motions and speed loss are a problem in higher seastates. The only way to higher speed would appear to be to disconnect completely from the water surface. You, the reader, might respond with a question about racing hydroplanes, which manage speeds of above 200 kph. Yes, true, but the power-to-weight ratio is extremely high on such racing machines and not economic if translated into a useful commercial vessel.

• Hybrid air cushion crafts
• Marine
• WIG (Wig in Ground)
• aerodynamic and hydrodynamic theory
• aerodynamics
• air cushion theory
• fuel efficiency
• hybrid vehicle
• marine and aviation theory
• propulsion
• ride smoothness
• stability
• wing theory

• China (MARIC), Marine Design & Research Institute of, Shanghai, China, People's Republic

  Liang Yun

• A/S Norske Shell, Tananger, Norway

  Alan Bliault

• Teledyne Continental Motors, Mobile, U.S.A.

  Johnny Doo

Policies and ethics