WIG Craft and Ekranoplan - Ground Effect Craft Technology - Springer (eng).pdf

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WIG Craft and Ekranoplan: Ground Effect Craft Technology
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WIG Craft and Ekranoplan
Liang Yun · Alan Bliault · Johnny Doo
WIG Craft and Ekranoplan
Ground Effect Craft Technology
123
Liang Yun
Marine Design and Research Institute
of China (MARIC)
1688 Xizhang Nan Road
200011 Shanghai
People’s Republic of China
liangyunb@yahoo.com
Alan Bliault
A/S Norske Shell
4098 Tananger
Norway
alan.bliault@shell.com
Johnny Doo
Teledyne Continental Motors
2039 Broad Street
P. O . Bo x 9 0
Mobile, AL 36601
USA
dsn99@aol.com
ISBN 978-1-4419-0041-8
e-ISBN 978-1-4419-0042-5
DOI 10.1007/978-1-4419-0042-5
Springer New York Dordrecht Heidelberg London
Library of Congress Control Number: 2009937415
© Springer Science+Business Media, LLC 2010
All rights reserved. This work may not be translated or copied in whole or in part without the written
permission of the publisher (Springer Science+Business Media, LLC, 233 Spring Street, New York,
NY 10013, USA), except for brief excerpts in connection with reviews or scholarly analysis. Use in
connection with any form of information storage and retrieval, electronic adaptation, computer software,
or by similar or dissimilar methodology now known or hereafter developed is forbidden.
The use in this publication of trade names, trademarks, service marks, and similar terms, even if they are
not identified as such, is not to be taken as an expression of opinion as to whether or not they are subject
to proprietary rights.
Printed on acid-free paper
Springer is part of Springer Science+Business Media (www.springer.com)
Preface
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 flat calm condi-
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 sea-
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 cav-
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.
Disconnection of the craft from the water is indeed a logical step, but it has its
consequences. The craft must be propelled by air and it will have to be supported by
air as well. A low flying aircraft? In some ways – yes – but with a difference. When
an airplane flies very close to the ground a much higher pressure builds up under the
wings – ground effect. Some early hovercraft were configured to capture air as they
moved forward – captured air bubble craft.
Combine ground effect with a geometry specifically designed to enhance the
effect and you have a craft that might be able to achieve much higher cruising speed.
Flying above waves, its motions might also be much reduced. This idea gave birth
to the wing-in-ground effect (WIG) craft.
The original type of WIG can be traced from at the beginning of last century.
Actually, in 1903, the Wright Brothers flew their first airplane over relatively long
v

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