Overview
- Authors:
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Liang Yun
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China (MARIC), Marine Design & Research Institute of, Shanghai, China, People's Republic
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Alan Bliault
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A/S Norske Shell, Tananger, Norway
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Johnny Doo
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Teledyne Continental Motors, Mobile, U.S.A.
- Discusses the basic principles of WIG craft technology
- Provides a state of the art overview of WIG craft technology in the United States, Russia, Germany, China and Australia
- Discusses the material and structural design of WIG craft
- Discusses the lift and propulsion systems of WIG craft
- Includes supplementary material: sn.pub/extras
About this book
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.
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Table of contents (13 chapters)
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 1-32
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 33-93
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 95-115
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 117-145
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 147-188
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 189-223
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 225-254
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 255-281
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 283-305
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 307-336
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 337-353
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 355-372
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- Liang Yun, Alan Bliault, Johnny Doo
Pages 373-416
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Back Matter
Pages 417-450
Authors and Affiliations
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China (MARIC), Marine Design & Research Institute of, Shanghai, China, People's Republic
Liang Yun
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A/S Norske Shell, Tananger, Norway
Alan Bliault
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Teledyne Continental Motors, Mobile, U.S.A.
Johnny Doo