The paper analyzes the methods and formulas for calculating the lift force coefficient Сy of a simple wing with washers from the point of view of the possibility of using it in preliminary design of wing-in-ground-effect crafts. 5 methods were identified that allow calculating the increase in the lift force coefficient from the action of the ground effect. Adequacy was checked by comparing the calculation results for each of the methods with the experimental data of the blowing of 3 variants of the wings in wind tunnels with washers at different aspect ratio, angles of attack and flight altitudes for the TsAGI-876 profile. Also done a numerical simulation of the flow around a rectangular wing with washers with various geometric and hydrodynamic characteristics was carried out. The analysis of the calculated, experimental and numerical results showed that the most expedient use in preliminary design P. A. Amplitov and the method of J. D. Anderson methods. At the same time, one of them is also capable of determining the values of the lift force coefficient in the zone of supercritical angles of attack with an error not exceeding 4-8% for cruising angles of attack of the wing of wing-in-ground-effect crafts.

This paper presents the comparison of numerical simulation results and wind tunnel experiment for compound WIG's wing. Numerical simulation was performed in the ANSYS Fluent software. The choice of the turbulence model and the computational mesh parameters, including the resolution of the boundary layer, are substantiated. Comparison of the results of the experiment and numerical simulation showed good convergence for middle density mesh about 7 million cells and first layer height 0.0001 m. Additional study for k-ε realizable and k-ω SST turbulence models was done. Its result founded much efficiency k-ε realizable model than k-ω SST turbulence models for compound WIG's wing. Numerical simulation takes less time and ensures the same accuracy. The results can be argued that the selected parameters of numerical simulation can be used to obtain the aerodynamic characteristics of various layout solutions for "type C" WIG craft.

The work is devoted to the study of the take-off characteristics of high-speed vessels of the WIG type. On the basis of the conducted research, a method for calculating the range of range was developed, considering different types of launch devices during take-off from the water surface. The development of such a method is conditioned by the presence in the design of WIG plans of the problem of determining the most advantageous starting device at takeoff from water under given operating conditions. The proposed method is based on the law of momentum conservation. The method takes into account aerodynamic, hydrodynamic characteristics of WIG plans, characteristics of the power plant from the ship’s speed. According to the results of this method it is possible to make a decision on the choice of the most advantageous starting device, providing the performance of the technical task at the stage of preliminary or conceptual design of the ekranoplan. Verification of the technique was carried out using data obtained at the stage of running tests of Orion-10 and Orion-20 WIG plans. The satisfactory coincidence of calculation results and experimental data was obtained.

This article assesses the potential increase in the transport and economic characteristics of heavy cargo and passenger aircraft, if they are processed into WIG craft. This type of air transport is of interest from the point of view of improvement of characteristics from the position of mass use on the airways that pass mainly over the water surface of seas and oceans, as 75% of international air transport is accounted for by these airways. Classic amphibious WIG crafts are known to have extremely low performance due to their high aerodynamic resistance, high structural weight and increased fuel consumption in take-off/landing modes. The solution to this problem may be to switch to airfield take-off WIG crafts. As part of the work, boundary conditions for the study were developed, and a set of formulas was developed to allow for a recalculation of fuel and payload redistribution depending on the operating conditions. The results include changes in gross weight, transport and fuel efficiency, as well as potential changes in aircraft operating costs.