DARPA SHOULD REVIVE THE SEA FLYING AIRCRAFT CARRIER

 

US BattleShip & aircraft Carrier will disappear if Russia reactivates this aircraft-Can this happen?

Above is my design of"flying aircraft carrier," are a sort of hybrid between airplanes and ships. They move over water without actually touching it. The International Maritime Organization classifies them as ships, but, in fact, they derive their unique high-speed capabilities from the fact that they skim the surface of the water at a height of between one and five meters (three to 16 feet). They take advantage of an aerodynamic principle called "ground effect." This combination of speed and stealth -- their proximity to the surface while flying makes them difficult to detect by radar -- got the attention of the Soviet military, which experimented with several variants of the concept during the Cold War. Their deployment on the vast inland body of water between the Soviet Union and Iran led to them acquiring the nickname "Caspian Sea Monster."

FLYING  AIRCRAFT CARRIER POWERED BY Turboelectric Distributed Propulsion Engine 

My conceptual design will be without the potruding nose but an upward deck where the planes can be launched in a 30 degree angle at the bow. The wings are fixed and a hybrid Blended Wing Body (BWB). It will have a double hull at the bottom like a catamaran for stability and less less friction .

DEFENSIVE WEAPONS  

• The U.S. Air Force has taken a major step towards laser-based missile defense
• According to a statement, 'multiple' missiles have been shot down in a test
• Recent success marks a major step for the systems which has failed in the past 
• To attach the systems to planes the military will work on reducing its size 

With a successful test, the U.S. Air Force is closing in on being able to stop enemy missiles in mid-flight using a sophisticated laser machine. 

The laser defense system, called Self-Protect High Energy Laser Demonstrator, or SHiELD, successfully shot down multiple air-launched missiles according to a statement from the U.S. Air Force.

Behind the laser system is a technology that the military calls 'directed energy systems.' 

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SHiELD as the technolgoy is know hopes to one day be light enough to be attached to a war jet where it will be able to shoot down enemy missiles

This class of military device weaponizes frequencies like microwaves for both offensive and defensive purposes. Think, a mounted satellite that can fry hardware in trucks, cars and other vehicles. 

'This critical demonstration shows that our directed energy systems are on track to be a game changer for our warfighters,' said Dr. Kelly Hammett, director of AFRL’s Directed Energy Directorate. 

Similar technology mounted on ground vehicles has already been tested successfully, staving off various types and sizes of drones. 

The high-power microwave laser is being developed by Raytheon and can identify, track, and disable adversarial drones.

For directed energy technology focused on defending against missiles, however, progress has been less forthcoming.Unlike with drones, anti-missile tech, which the Air Force hopes will be able to guard against ground-to-air and air-to-air missiles, has the added responsibility of targeting and stopping an object that, in some cases, can travel up to or even faster than the speed of sound.

While the military hopes to be able to attach the technology to aircraft, giving fighter pilots a much needed tool to defend themselves against enemies, one major barrier has building the systems small enough to fit on planes.

An experimental chemical laser system being developed and explored by the U.S. Air Force was decommissioned in 2012. 

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Truck-mounted directed energy systems have enjoyed more success shooting down drones in a recent test by the company Raytheton, shown

Ground-based interceptor is test fired in 2015

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Though the laser, mounted on a Boeing 747, successfully shot down a missile for the first time ever, severe limitations in costs and ability eventually led to the project's demise.

According to a report from The Verge, the systems range was restrictive -- in order to shoot down a missile launched from Iran, the plane and laser would have to be within the country's borders.

From here, the Air Force says it will look to reduce the size and weight of its system with the hopes of attaching it to a plane -- so far, the technology has been better suited for giant war ships due to its size restrictions. 

'The final SHiELD system, however, will be much smaller and lighter, as well as ruggedized for an airborne environment,' said the Air Force in a statement. 

WHAT ARE HYPERSONIC MISSILES AND HOW DO THEY WORK?

Aircraft and missiles are said to be hypersonic once they exceed speeds of Mach 5 and above, or five times the speed of sound.

This occurs at 1,715 metres per second (3,836mph / 6,174kmh).

The latest class of hypersonic missiles would be smaller, guided and designed to carry conventional explosives for time-sensitive, rapid response in theatre operations. 

There are two kinds of approaches to solving the hypersonic challenge in missiles: 'scramjet' and 'boost glide.' 

The air-breathing scramjet relies on high speed for its power.

As it accelerates, more air and fuel is pushed into the engine, allowing it to accelerate even more - to hypersonic speeds.

The boost glide model rides a reentry vehicle to extremely high altitudes, where it skips across the Earth's upper atmosphere.

Traditional ballistic missiles already travel at hypersonic speeds.

Built to carry nuclear and conventional warheads, these weapons are capable of reaching outer space in the course of their flights, but they can't manoeu

MATERIALS OF CONSTRUCTION

Materials of construction shall be that can float on water: Radical new material  a metal matrix could lead to 'indestructible' warships and ultralight cars. Metal matrix composite was developed with the US Army. Alloy is turned into foam by adding strong, lightweight hollow spheres. Warship made of it will not sink despite damage to its structure. Researchers have demonstrated a new type of metal so light it can float on water.

The radical new material, called a metal matrix composite, was developed with the US Army. 

A boat made of such lightweight composites will not sink despite damage to its structure. 

The radical new material, called a metal matrix composite, was developed with the US Army and could be used in everything from warship to cars.

HOW IT IS MADE 

The syntactic foam captures the lightness of foams, but adds substantial strength.

The secret of this syntactic foam starts with a matrix made of a magnesium alloy, which is then turned into foam by adding strong, lightweight silicon carbide hollow spheres developed and manufactured by DST. 

A single sphere's shell can withstand pressure of over 25,000 pounds per square inch (PSI) before it ruptures—one hundred times the maximum pressure in a fire hose.

The new material also promises to improve automotive fuel economy because it combines light weight with heat resistance

Although syntactic foams have been around for many years, this is the first development of a lightweight metal matrix syntactic foam. 

'This new development of very light metal matrix composites can swing the pendulum back in favor of metallic materials,' said Nikhil Gupta, an NYU School of Engineering professor in the Department of Mechanical and Aerospace Engineering and the study's co-author.

It was created by Deep Springs Technology and the New York University Polytechnic School of Engineering.

'The ability of metals to withstand higher temperatures can be a huge advantage for these composites in engine and exhaust components, quite apart from structural parts.' 

The magnesium alloy matrix composite is reinforced with silicon carbide hollow particles and has a density of only 0.92 grams per cubic centimeter compared to 1.0 g/cc of water. 

Not only does it have a density lower than that of water, it is strong enough to withstand the rigorous conditions faced in the marine environment.Significant efforts in recent years have focused on developing lightweight polymer matrix composites to replace heavier metal-based components in automobiles and marine vessels. 

The technology for the new composite is very close to maturation and could be put into prototypes for testing within three years. 

Amphibious vehicles such as the Ultra Heavy-lift Amphibious Connector (UHAC) being developed by the U.S. Marine Corps can especially benefit from the light weight and high buoyancy offered by the new syntactic foams, the researchers explained.

The syntactic foam made by DST and NYU captures the lightness of foams, but adds substantial strength. 

It will have two twin vertcal stabilizer situated halfway on the wings slanted outward from bow to aft, as the wings will be the whole length of the ship. All engines will be on the other side of the vertcal stabilizer allowing for a clean flight deck and safety for deck personnel.
The flying aircraft carrier with a similar design will carry UAVs controlled by a cutting edge system for the jet-powered Magma concept craft, currently under development in the UK.

The system will use unique blown-air devices to manoeuvre the aircraft, paving the way for future stealthier aircraft designs.

Hangars and elevators for the UAV will be under the thick vertical stabilizers. This will save deck space for a complement of 20 UAVs.

Drones could be about to become even more deadly, thanks to a new technology which promises to make them lighter, faster and harder to detect. The cutting edge new system, which ditches control flaps, has been built for the Magma concept craft (artist's impression)

BAE systems tests experimental stealth drone design

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TWO NEW UAV TECHNOLOGIES

Two new technologies to be tested using the jet-powered UAV are Wing Circulation Control (WCC) and Fluidic Thrust Vectoring (FTV).

WCC takes air from the aircraft engine and blows it supersonically through the trailing edge of the wing to provide control for the aircraft.

FTV uses blown air to deflect the exhaust, allowing for the direction of the aircraft to be changed. The craft has been developed by BAE Systems, in conjunction with the University of Manchester, who has announced the successful completion of the first phase of flight trials.

The new concept removes the need for conventional moving parts used to move flaps to control the aircraft during flight. 

This could give greater control as well as reduce weight and maintenance costs, allowing for efficient military and civil aircraft in the future.  

In a written statement Professor Clyde Warsop, engineering fellow at BAE Systems, said: 'The technologies we are developing with the University of Manchester will make it possible to design cheaper, higher performance, next generation aircraft.

'Our investment in research and development drives continued technological improvements in our advanced military aircraft.

'This will help to ensure UK aerospace remains at the forefront of the industry and that we retain the right skills to design and build the aircraft of the future.'

Two new technologies to be tested using the jet-powered UAV are Wing Circulation Control (WCC) and Fluidic Thrust Vectoring (FTV).

Two new technologies to be tested using the jet-powered UAV are Wing Circulation Control and Fluidic Thrust Vectoring

Further flight trials are planned for the coming months, with the ultimate aim of flying the aircraft (artist's impression) without any moving control surfaces or fins 

WCC takes air from the aircraft engine and blows it supersonically through the trailing edge of the wing to provide control for the aircraft. 

FTV uses blown air to deflect the exhaust, allowing for the direction of the aircraft to be changed.

Further flight trials are planned for the coming months, with the ultimate aim of flying the aircraft without any moving control surfaces or fins.

If successful, the tests will demonstrate the first ever use of such circulation control in flight on a gas turbine aircraft and from a single engine.

Wing-mounted engines supply 80 per cent of the thrust required during take-off and 55 per cent at cruise. The tail-mounted all-electric (boundary-layer ingesting) BLI turbofan (pictured) accounts for the remaining thrust

In a conventional aircraft air clings to the body of the plane but with this new design air is transformed into power. To drive the fan (pictured), two smaller engines provide thrust to develop unique vehicle concepts that will use different fuselage shapes; longer, skinnier and more blended wings. 

Placing the Engine The BWB program is examining a new method for engine installation that promises to increase safety and fuel efficiency. Three advanced “high-bypass ratio” engines will be buried in the trailing edge of the outer section of the BWB wing, allowing the center of the craft free for flight deck use. While conventional aircraft engines only take in “free-stream air,” both the air on and near the surface of the wing will flow through the BWB’s curved inlets and into its engines. Taking in the layer of air on the wing surface reduces drag. While this technology will require validation before becoming a reality, researchers are initiating tests to determine acceptable levels of turbulence in the engine inlet

Turboelectric Distributed Propulsion Engine Cycle Analysis for Hybrid-Wing-Body Aircraft

Keywords: soviet fold wing ocean landing floating flying aircraft carrier with landing pad illustration render by concept artist alface killah artstation.com portfolio image samples 

The flying ship is a ground effect vehicle (GEV)  a vehicle that is designed to attain sustained flight over a level surface (usually over the sea), by making use of ground effect, the aerodynamic interaction between the wings and the surface. Among the best known are the Soviet ekranoplans, but names like wing-in-ground-effect (WIG), flarecraft, sea skimmer, or wing-in-surface-effect ship (WISE) are also used.