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Solar Splash 2003Back to Main Page
2002-2003 Second Generation Hovercraft
Construction
Welcome to the 2002-3003 construction of Columbia University's second generation
Hovercraft. This page is organized so that you can easily follow the process that was
involved in creating a craft that promises to be unique, surprising, and as effective as
it is stunning .
CLICK ON ANY PHOTO TO ENLARGE
This is an I-DEAS 3-D Representation of the proposedcraft that was conceived, fashioned, and redesigned as
the Design Phase of the project endured early in the
year.
The mission: Take the general hovercraft ideals from
last year, re-design and re-construct a new version that
is faster, lighter, and more properly focused for
competition. The major areas in which Columbia's
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team focused their efforts this year was in lowering the weight of the boat, improving
the layout of the hull for better center of gravity placement, while maintaining
strength and functionality. Choice of materials was the second step towards achieving
those goals. After brainstorming and debate, it was decided that a hull constructed
entirely of fiberglass and Styrofoam would suit the project best.
This 22" long section of fiberglassed foam was created
in order to test the strength of the conceived design
before all-out construction was set into motion. It has
the same dimensions as a section of the lateral air flowducts in our design, and has two coats of fiberglass and
E-ZLam epoxy (see below for process). We tested its
strength by placing it as a bridge between two lab tables and hanging a weight
platform underneath it with all of the downward force focused on a two-inch wide
piece of wood on the top-center of the tube. We ran out of available test weights
before the structure even showed signs of damage (over 400 lbs). Deflection readings
were taken, and it was agreed that the method would make our boat sufficiently
strong.
Before making any structural cuts, we used I-DEAS
drafting software to print detailed 2D technical
drawings that aided us in creating the parts accurately.
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Mark and Chris (left to right) position a guide for the
hot wire cutter (explained in the next picture)
This is the Hot-wire cutting tool that was used to create
most of the hull of Columbia's craft. Electrons flowing
from 3 12-volt car batteries (connected in parallel)
generated a tool capable of precisely cutting our
Styrofoam base like butter. For complex and simple
cuts alike, guides and templates had to first be fitted to the original foam structure.
Neal has wired the cutter, and confirms safety and
effectiveness with authority and style that can only beaccomplished with the highest quality safety goggles.
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Here's an example of the cutter doing its job. The wire
is fed along the (temporary) aluminum guide strip for aprecise cut.
After cutting, the sections of foam are pieced together
using epoxy, and are vacuum-bagged as the epoxy sets
for a superior bond. (More on vacuum-bagging in the
fiber glassing section)
Mark uses a router to cut
groves into the main basehull of the craft. These
groves are where the
"Tube" portions of the
airflow design will snugly fit.
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Here's a view of a segment of hull where the "Tube" has
been inserted into the grooves. In the finished product,
the lift fan will be sending air down these tubes, and it
will be distributed through drilled holes to the bottom of
the craft. As air flows through these holes, and into the
nylon finger skirt (more on this later) the craft will be
elevated, and will float on a cushion of air reducing the frictional resistance, eddy-
making resistance, wave-making resistance that most conventional boats experience.
Exampleof wave
making
resistance
(courtesy
ofhttp://w
ww.dynag
en.co.za/e
ugene/hull
s/a good
source formore on
hull
efficiency
losses)
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This year's design is a complete re-engineering of last
year's attempt at a hovercraft. One of the many features
that sets this generation of boat apart is the departure
from a box-shaped hull, and the addition of more aero-
dynamic features such as this nosepiece. The angled
nosepiece transfers oncoming air flow into lift rather
than drag in the previous model. A head on wind, or simply the air flow from high
speed forward motion will now aid hovering instead of impeding the vehicles motion.
This is a front view of the
foam hull design. The lift
fan will be placed on the
front between the angled
nosepiece, and the flow
tubes. Airflow will be directed down the tubes,
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and will provide the lift needed to hover.
Right side view of the front lift air chamber.
Now we get into the
construction of the lift fan
duct itself. This piece
was carefully cut to
match the diameter of the
lift fan blades, and
involved some tricky hot-
wire cutting (sorry, trade
secret). You can see the wooden mounts inlaid and epoxy-set into the main structure
of the foam. This tri-point structure will support the aluminum brace that will be the
lift fan's structural foundation.
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Lift fan duct (upside down) with fan in place for
adjustments, and for the plaster filling of holes andsanding of surface. (In order to maintain the highest
structural integrity, air holes between the fiberglass and
the the underlying structures must be minimized)
This is how the lift fan duct fits onto the base hull.
Next came theconstruction of the thrust
fan. If you enlarge the
picture, you can see that it is made from epoxy-
laminated sections of 2-inch (thick) Styrofoam. This
removable device will provide our forward thrust during the Sprint competition.
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Wooden braces were
inlaid into the foam and
epoxy-secured. These
will be the supports for the thrust fan mountingsystem.
These are the triangular
mounts that Columbia's
team machined for
maximum support and
minimum weight. They
are made from aluminum and have webbed arms to reduce air drag and mass while
retaining strength.
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Some pictures of the machining process that
produced the fan-mounts. (left to right) Using drill-press
to fashion the centerpiece, Chris cuts a wingpiece to
approximate dimensions, Neal grinds a wingpiece to
specification.
Thrust fan foam structure with mounted and centered
aluminum mount.
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Finally, the foam
structure can be laid out
for further planning and
admiration.
Pieces of wood are set
into the foam base in
order to provide a
structured surface on
which to secure thebatteries and motors. Pre-drilled holes with threaded inserts will facilitate the
attachments.
These pictures show
where the motor will be
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mounted, and that the set-in wooden pieces have been plastered so that they are
secure, and will match the plane of the hull and create the strongest fiber-glassing
possible.
The positioning of the motor, and thrust fan support
system.
This series shows wooden strips imbedded into the bottom of the main hull. These
will be used to attach the fingers of the "skirt" steadfastly to the craft)
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E-Z Lam will be the brand of resin that we will use for our
fiber-glassing stage. This process is very time sensitive, and will take careful
planning to execute properly.
Each piece must have its holes filled with plaster, and
must be carefully sanded in order to have the best
surface for the epoxy and fiberglass to bond with.
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Reducing dust with a shop-vac for health reasons, as
well as to keep the surface to be glassed as bare aspossible.
Two sheets of fiberglass are placed onto the top surface
of the hull, and are trimmed to specification.
"Two parts A to one part B" and mix vigorously...
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Starting from the middle out
(to prevent air pockets), the resin and hardener was dabbed
onto, and worked into the sheets of fiberglass. Here is a short video clip of the
process.FIBERGLASSING
Pontoon mount bases
with threaded inserts
were imbedded into the
foam on the sides and bottom of the hull, and were then
fiberglassed over.
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We then covered the whole
surface with wax paper and
put cloth over it to help smooth during the vacuum-bag
process. The vacuum-bag is then placed around the whole
piece, and the vacuum in the 3rd picture creates a pressurized environment so that the
fiberglass can set most effectively.
After some glassing, the air flow holes were drilled into the base of the hull andsanded for round corners and smooth flow.
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Team Yearbook Photo
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Special thanks to
Bombardier for these two
outboard transmissions.
During endurance
events, one of thesetransmissions will be
mounted to the rear of the
boat in catamaran mode.
Columbia's team modified the transmissions, and
machined the rest of the mounting braces by hand out of
lightweight aluminum. Timing chains are used to
transfer the motor's rotation to the driveshaft of the
transmission.
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These are the props to be used on the outboard motors.
The prop on the left was hand made from delicate balsa
wood, spray foamed, and fiberglassed for strength.
It was made to be ideal for our motors and to maximize
efficiency during our endurance events.
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This is the steering system that was custom designed to maneuver our boat in both
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hover and catamaran modes. A push-pull cable was connected to a custom-machined
control horn lever which is attached to the air or in water rudders depending upon
configuration. Here is a shortmovie clipthat demonstrates the mechanism.
This is the beginnings of
a test setup of the lift fan
motor. This device
forces air into the lift duct
and distributes it through
the hull tubes and finally
into the air coushion
contained by the finger
skirt. A timing belt is used to transfer the motors power, and to spin the fan at an
estimated 4500rpm. The
D-Pack motor has a
typical output of 2.29 hp,
and weighs about 7.5
pounds.
Cages were made to protect the belts and moving parts. Copper screens were cut to fit
the lift and thrust ducts
for absolute safety.
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Left: Underside of the
hull showing the skirt
fingers.
Right: A rule of thecompetition is that the
hull must have the same
structural components in
all configurations. This
photo shows the pontoons mounted to the side for the hover configuration.
Mark sits in the boat for the maiden attempt at
hovering, which turned out to be a success. Click
herefor a short movie clip of Neal testing the hovering
capibilities.
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Two thrust fan rudders were made via the usual foam cutting procedure. To
strengthen the structure (so that it could withstand the pressures to be applied)
aluminum and steel skeletons were implanted into the foam, glued in, plastered over
and sanded for a smooth surface. Click for a short movie clip of the machining of the
skeleton.SKELETON MACHINING
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After glassing the thrust rudders, we mounted them on the rear of the thrust duct, and
finalized the steering
mechanism and linkages
so that they would turn in
tandem.
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This cart is being created
to function as a nimbletransportation vehicle and
also as a portable
workstation that can be
easily dissassembled. It
has smooth turning
capabilities, and will feature two raised pieces of lumber so that the boat is propped up
about 36 inches from the ground.
The electrical system was
created on a removableplank which rests on a platform in the base of the hull so that if water should collect,
the electronics are elevated safely.
http://www.seas.columbia.edu/solarsplash/2003HoverConstruction/Images/electricalinstall2.JPGhttp://www.seas.columbia.edu/solarsplash/2003HoverConstruction/Images/electricalinstall.JPGhttp://www.seas.columbia.edu/solarsplash/2003HoverConstruction/Images/cart2.JPGhttp://www.seas.columbia.edu/solarsplash/2003HoverConstruction/Images/cart1.JPGhttp://www.seas.columbia.edu/solarsplash/2003HoverConstruction/Images/thrustrudderplaster.jpg7/30/2019 Solar Splash 2003
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