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Russian saucer with potential to beat airbus, boeing

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posted on Jan, 14 2005 @ 12:31 PM
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1. Description of Flying Vehicles "EKIP"

In the Closed-Stock Company "Aviation Concern "EKIP" the specialists of aviation and space-rocket branches of industry guided by professor L. N. Schukin developed the fundamentals of principally new type of flying vehicles "EKIP".
The "EKIP" aircrafts can carry heavy large-scale loads (100 and more tons) at long distances (thousands of kilometers) at a speed of 500-700 km/h at the altitude of 8-13 km. These flying vehicles can move near the surface of ground or water using the air cushion at a speed up to 160 km/h and glide at a speed up to 400 km/h as a "screen-plane".
The flying vehicles "EKIP" do not require an airfield. They can land on airfields of any category, including ground and water surfaces. The length of the runway for heavy vehicles (several hundred tons) does not exceed 600 meters, take-off and landing are performed at steep descent trajectory, which decreases the level of noise affecting the vicinity.
An air cushion device is used for takeoff and landing of flying vehicles "EKIP". The profound air cushion research developments made at the State Scientific Research Center TSAGI (Moscow Branch of Central Air-hydrodynamic Institute), could not be used in traditional existing airplanes due to absence of large planer area.
The flying vehicles "EKIP" have large planer area and the air cushion landing gear ideally fits with the structure of the aircraft. It is located under the body of the vehicle and ensures that low pressure is exerted on the vehicle itself and on the runway (ground, water surface) during takeoff and landing.
This pressure is equivalent to the pressure of a layer of water 220-270 mm thick.
For the flying vehicles "EKIP" with a load-carrying capacity of hundred tons there is no necessity to build special airfields with concrete runways 5 km long, as it is necessary for heavy airplanes like B-777 (Boeing) and A3-XX (Airbus Industry).


Mock-up of Passenger Variant of Flying Vehicle

The flying vehicles "EKIP" will transport heavy loads and large numbers of passengers (1000 and more) to the existing airfields of continental and waterlocked countries.
It should be specially noted that the flying vehicles "EKIP" may use gas fuel (natural gas and hydrogen). Large volumes of the flying vehicle permit to locate inside it without changing the external contour large volume gas fuel tanks. Limited resources of oil (to last for 50 years) require transition of airplanes to gas fuel. However limited areas of thin wings of existing airplanes do not allow this transition. As the gas fuel occupies half of passenger compartment on airplane Tu-156 and in airplane A-310 (DASA project) the fuel occupies the whole area above the passenger compartment thus changing the external contour of the airplane and decreasing its lift-drag performances. The flying vehicles "EKIP" permit due to large volumes to locate the fuel tanks in the lateral part of the aircraft without changing the external contour of the vehicle.
It should be noted that with the use of hydrogen fuel the flying vehicles "EKIP" may increase the range of flight 2-3 times compared to existing airplanes of the same load-carrying capacity. Operation of flying vehicles "EKIP" using natural gas and hydrogen will permit to decrease contaminating emissions of exhaust products, i.e. the flying vehicles "EKIP" will be more environmentally safe than the existing airplanes.
It should be specially noted that use on the flying vehicles "EKIP" of liquid methane will allow to reduce the fuel expenses more than 5-8 times, which should result in a decrease of operating expenses 1.5-2 times compared with the existing airplanes.
We should pay special attention to the design of the body of flying vehicles "EKIP". The relative weight of the structure of the vehicles body (compared to takeoff weight) is 30 % lower than the weight of existing airplanes due to the use of composite materials according to the estimation of the DASA special ists. This difference in the weight of the structure re-



Assembly of Flying Vehicles "Ekip" at Saratov Aviation Plant

suits in the increase of commercial load by 30 % at fixed range of flight. The possibility to use composite materials in the body of flying vehicles "EKIP" is related to the absence of concentrated loads on the body as a result of absence of large wings and traditional wheel landing gear. Under all flight conditions, including takeoff and landing, the body of the aircraft is under uniformly distributed load, the static component whereof does not exceed the load of a layer of water 300 mm thick. The tail unit of flying vehicles "EKIP" is used for location of aerodynamic control surfaces.
The power unit of flying vehicles "EKIP" is located inside the body, in the stern part. It consists of two or more thrust high economy by-pass turbojet engines and two or more auxiliary high-economy dual generator turboshaft engines. The power units provide for motion of the vehicle, whereas auxiliary engines provide for operation of air cushion landing gear and boundary layer control device ensuring steady airflow around the body of flying vehicles
"EKIP" and decrease of drag. During takeoff and landing the auxiliary power units operate in the maximum power mode, whereas during the cruising flight they operate in maximum economy mode.
The location of thrust bypass engines inside the body of the aircraft permit to create afterburners for the by-pass ducts providing substantial increase of thrust under takeoff condition.
The location of thrust bypass engines inside the body of the aircraft permit to create afterburners for the by-pass ducts providing substantial increase of thrust under takeoff condition.
The power units and the auxiliary engines operate under all flight conditions, the flying vehicles "EKIP" have no unnecessary complicated elements like the wheel landing gear, the failure whereof is currently the cause of 70 % of accidents. The deviation of flat nozzles ensures pitch control. The gas power jets of flat nozzles are more quickly damped in the environment, which results in decreased noise in the regions surrounding the runways.


"Ekip" Flying over the Saratov Airfield

The power units and the auxiliary engines operate under all flight conditions, the flying vehicles "EKIP" have no unnecessary complicated elements like the wheel landing gear, the failure whereof is currently the cause of 70 % of accidents. The deviation of flat nozzles ensures pitch control. The gas power jets of flat nozzles are more quickly damped in the environment, which results in decreased noise in the regions surrounding the runways.
To ensure directional and roll control at low speeds of flight pulse control engines are mounted on wing tips, using the main fuel (and natural gas) and compressed air taken from main power units.
The flying vehicles "EKIP" ensure elevated level of flight safety. When (all) power units are de-energized the flying vehicle may perform a safe landing on the ground or water surfaces. In order that the auxiliary engines become disconnected it is necessary that all (minimum four) gas generators fail. This is hardly probable. In case even one gas generator is in operation
it should be transferred to the maximum power mode, thus the steady airflow around the body of the vehicle is ensured and the landing is safe even in case ,of failure of power units.
The basic design feature of flying vehicles "EKIP" is the new vortex control system (UPS) of the airflow in the boundary layer mounted on the stern surface of the aircraft. This system ensures steady airflow around the body of the vehicles and decreases its drag by creating a set of aggregate of consecutive cross vortex. The vortex boundary layer airflow control system is patented in Russia and abroad in Europe, USA and Canada. It allows at low level of power consumption (6-8 % of the thrust of power engines) to ensure steady airflow around the vehicle body during the cruising flight and during takeoff and landing at angle of attack up to 40°. With the use of the vortex boundary layer airflow control system and the control engines the flying vehicles "EKIP" may perform a "bird landing" at high glide slope at landing speed decreased down to 100 km/h.




ADVANTAGES :
1. The aerodynamic load-carrying body in the form of short thick wing with small lengthening joining of the functions of the wing and fuselage.

2. The profile of the flying vehicle body ensuring laminar airflow in the boundary layer of the larger part of upper surfaces of the vehicle, permitting to install on the upper part of stern the vortex boundary layer airflow control system thus ensuring steady airflow around the vehicle body. The vehicle body airfoil allows to install an air cushion landing gear on the lower flying vehicle surface.

3. The vortex boundary layer airflow control system mounted on the stern surface ensures steady airflow around the body of the vehicles under all flight conditions, including take-off and landing at high angles of attack.

4. The jet air cushion landing gear, ensuring takeoff and landing of the flying vehicle on airfields of any category, including short runway (500 meters) airfields, ground and water surfaces.

5. Large volumes of the vehicle permit to mount the fuel system using both the gas and traditional fuel, which reduces the operating expenses and considerably in creases the environmental safety parameters of the vehicle.

6. The location of main power units and auxiliary engines inside the vehicle permits to use high efficiency noise-suppression and fire-fighting systems.

7. Main thrust by-pass turbojet engines with afterburners for takeoff and landing and flat nozzles with thrust vector control, including thrust reverse.

8. Auxiliary dual generator tur-boshaft engines ensure economy mode of operation of vortex boundary layer airflow control system providing for steady airflow around the body of the vehicle during cruiser flight and accelerated air cushion mode of operation during takeoff and landing.

9. Auxiliary control power units ensure stability and control of the vehicle during takeoff and landing.

10. Use of composite materials in the body and tail unit of the vehicle ensures low weight of structure, maintainability, long service life and high corrosion-resistance of the vehicle structure.

Visit www.ekip-aviation-concern.com... for more details




posted on Jan, 14 2005 @ 01:37 PM
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Like most things of this ilk, its been talked about for decades, a few 'concept' models have been put together, but nothing mainstream has ever come about. Id be seriously surprised if this becomes a 'threat' in the next 20 years.



posted on Jan, 14 2005 @ 03:46 PM
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The second picture looks like a rotary-winged craft. Not at all like the first picture. But it would be cool if something like this aircraft really existed.



posted on Jan, 14 2005 @ 04:16 PM
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the rotor looks like a tail fin to me..though it is there in the mode so that's a change anyways...



posted on Jan, 14 2005 @ 06:26 PM
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Looks like a contender.



posted on Jan, 14 2005 @ 08:25 PM
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Looks like something that will never happen. Remember the old unducted fan engines that were touted for a long time? They worked great, but people would not fly with them. The same fate rests with this design as well. People dont like flying, and getting into something too radical will scare away most customers.



posted on Jan, 14 2005 @ 08:35 PM
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I remember this being on the news ten years ago. Won't happen.

thanks,
drfunk



posted on Jan, 15 2005 @ 12:40 AM
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mxboy15u
People dont like flying

speak for yourself, I like planes, looking at them or being in them. My only request for a comercial airliner is I want a window seat, with a bigger window, more leg room, wider seats, 2 armrest per person, more comfortable seats, tv/pc monitor in front of every seat mounted on the back of the seats. hehe, ok...I guess I have a few more then just one request.



posted on Jan, 15 2005 @ 12:43 AM
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Isn't this plane comparable to Boeing's ULTRA?
Boeing's ULTRA can also ferry up to 1400tons of goods to it's destination.

www.globalsecurity.org...



posted on Jan, 15 2005 @ 12:56 AM
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Originally posted by drfunk
I remember this being on the news ten years ago. Won't happen.

what do you mean 'won't happen'??

"Russian newly developed flying objects will be purchased and used by the US Air Force. The US Air Force research center expresses its active interest in the Russian project.
According to AviaPort.Ru, the "EKIP" airplane resembles a typical "UFO". It is one of the most ambitious projects of the Saratov"s factory. The one and only prototype of the Russian UFO has been already constructed and tested during the early 90s."


Link



posted on Jan, 15 2005 @ 08:12 AM
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I know the things flown, i saw the damn thing on TV. I'm just saying it won't take off commercially IMO.



posted on Jan, 15 2005 @ 08:19 AM
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It may not drfunk, but one clear advantage that jumped out at me without even reading the full article, was it didn't require landing fields. Does it even have any backup landing gear in case the air cushon gets compromised?



posted on Jan, 15 2005 @ 12:02 PM
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I remember seeing that on a Discovery channel program about 5yrs ago, on russian technology from the old soviet union, a private company had bought the rights or something, but due to too many costly to solve design issues the project was canned, i may be wrong



posted on Jan, 15 2005 @ 01:52 PM
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That thing doesnt look very airodynamic. I dont see how it could fly.



posted on Jan, 15 2005 @ 02:47 PM
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Originally posted by Murcielago

mxboy15u
People dont like flying

speak for yourself, I like planes, looking at them or being in them. My only request for a comercial airliner is I want a window seat, with a bigger window, more leg room, wider seats, 2 armrest per person, more comfortable seats, tv/pc monitor in front of every seat mounted on the back of the seats. hehe, ok...I guess I have a few more then just one request.


Sounds like you want a 7E7



posted on Jan, 15 2005 @ 08:05 PM
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Originally posted by otlg27

Originally posted by Murcielago

mxboy15u
People dont like flying

My only request for a comercial airliner is I want ... bigger window


Sounds like you want a 7E7



EKIP:
www.ekip-aviation-concern.com..." target='_blank' class='tabOff'/>



BOEING 7E7:



I bet EKIP has bigger windows that 7E7


also EKIP looks more 'futuristic' and 'ailen-ish/ufo-like' than 7E7


[edit on 15-1-2005 by titus]



posted on Jan, 16 2005 @ 05:16 AM
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But thats probably the exact reason it will fail commercially, passengers are extremely resisitant to flying in something so radical, this is walso why the Boeing BWB, Airbus BWB and many preceding radical airliner projects have failed. The technical merits are obvious to 'total plane people' but not to fare paying passengers comforted by the 'metal tube with big wings and engines' layout that has dominated completely since the days of the 707.



posted on Jan, 16 2005 @ 09:22 AM
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I bet EKIP has bigger windows that 7E7


also EKIP looks more 'futuristic' and 'ailen-ish/ufo-like' than 7E7


[edit on 15-1-2005 by titus]


Quite possibly it will have bigger windows, but I can get on a 7E7 next year I believe
(it may be 2007, I don't remember the first delivery date). Either way you gotta admit the 7E7 is a nice looking bird with a gorgeous interior.

One problem I see with the EKIP is: I *hate* having people on both sides of me. I won't fly if I can't get a window or an asile seat, I like my 'space'.

Osiris

[edit on 16-1-2005 by otlg27]



posted on Jan, 20 2005 @ 01:00 PM
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The best part, it can even land on water .

The flying vehicles "EKIP" will transport heavy loads and large numbers of passengers (1000 and more) to the existing airfields of continental and waterlocked countries.

www.ekip-aviation-concern.com...



The source says, a modified larger version may even be able to seat 1000+ people. That's really bind boggling


[edit on 20-1-2005 by Stealth Spy]

[edit on 20-1-2005 by Stealth Spy]



posted on Jan, 20 2005 @ 01:06 PM
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reminds me of the "space ship" from the cartoon The Jetsons







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