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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 .

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This is an I-DEAS 3-D Representation of the proposed craft 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

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 flow ducts 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.

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 be accomplished with the highest quality safety goggles.

Here's an example of the cutter doing its job. The wire is fed along the (temporary) aluminum guide strip for a precise 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 base hull of the craft. These groves are where the "Tube" portions of the airflow design will snugly fit.

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, eddymaking resistance, wave-making resistance that most conventional boats experience.

Example of wave making resistance (courtesy of http://w ww.dynag en.co.za/e ugene/hull s/ a good source for more on hull efficiency losses)

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 aerodynamic 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.

tubes. Airflow will be

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 directed down the tubes,

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 hotwire 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.

Lift fan duct (upside down) with fan in place for adjustments, and for the plaster filling of holes and sanding 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 the construction of the thrust fan. If you enlarge the picture, you can see that it is made from epoxylaminated sections of 2-inch (thick) Styrofoam. This removable device will provide our forward thrust during the Sprint competition.

will be the supports for the system.

Wooden braces were inlaid into the foam and epoxy-secured. These thrust fan mounting

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.

Some pictures of the produced the fan-mounts. to fashion the centerpiece, approximate dimensions, specification.

machining process that (left to right) Using drill-press Chris cuts a wingpiece to Neal grinds a wingpiece to

Thrust fan foam structure with mounted and centered aluminum mount.

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 the batteries and motors. Pre-drilled holes with threaded inserts will facilitate the attachments.

These pictures show where the motor will be

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)

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.

Reducing dust with a shop-vac for health reasons, as well as to keep the surface to be glassed as bare as possible.

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...

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

foam on the sides and bottom fiberglassed over.

Pontoon mount bases with threaded inserts were imbedded into the of the hull, and were then

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 and sanded for round corners and smooth flow.

Team Yearbook Photo

Special thanks to Bombardier for these two outboard transmissions. During endurance events, one of these transmissions 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.

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.

This is the steering system that was custom designed to maneuver our boat in both

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 short movie clip that 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.

Left: Underside of the hull showing the skirt fingers. Right: A rule of the competition 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 here for a short movie clip of Neal testing the hovering capibilities.

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

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.

This cart is being created to function as a nimble transportation 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 removable plank which rests on a platform in the base of the hull so that if water should collect, the electronics are elevated safely.