PART B: VALORISATION PLAN
|1||Please provide a short description of the state-of-the-art and/or current trends in the field? How does the result fit into it?|
Leader of the ecranoplane production at the moment is Russia but they have no ecranoplanes for civil / general aviation. According to the ICAO regulations ecranoplanes are divided into 3 categories:
A) Flying machine on very low level over the water surface
B) Ecranoplanes that fly a little bit higher – up to 150 m over the surface for a short time
C) Ecranoplanes capable to fly from low level altitude up to 3000 m over the surface
The present R&D result is related to category B with improved capability to fly in emergency situations up to 3000 m altitude.
Whereas with the present R&D result the tendency is to decrease the power of the engine, decrease the wing loading and improve the capability to carry heavier load on board without increasing the fuel consumption. Moreover, to use car engines with a long TBO (time of basic overhold – maintenance, repairs) which reduces the expenses for maintenance. This ecranoplane can use normal car gasoline.
|2||What is the problem/need/knowledge gap that the research result is responding to? How was it addressed before?|
|On the one hand, the problem thus far ha been that flying at higher altitude is related to increasing the engine power and the fuel consumption. On the other hand, if the engine is of low power, that does not provide for higher altitude of the flight, then the maneuvers of the ecranoplane hold risks that may lead to crashes.
By the proposed improved construction the safety and the capability to control the aircraft at low level altitude are much higher.
|3||What is the potential for further research?|
The company has the scientific potential and a small team capable to make further development of this plane.
Thew next development is to use the aerostatic capability together with ecranoplanes, e.g. adding hollow elements filled in with a gas lighter than air, e.g. helium, and thus decrease the overall weight of the craft and increase flight safety. This would also contribute to decreasing the engine power and increasing the flight height at the same time. This creates possibilities for safer flying over a different relief areas not only above water surface or other flat type of surface.
|4||What is the proposed method of IPR-protection? (patent, license, trademark etc.)|
The product has IPR potential for obtaining a patent but initially it would be advisable to apply for IPR protection of a utility model.
|5||What are the steps that need to be taken in order to secure the IPR-protection? What is the cost of IPR-protection?|
|Obtaining IPR protection of a utility model would cost around 1000 EUR and would take about 6 months. This can be done only after the prototypes are made and tested.
|6||What is you overall assessment of the scientific maturity of the research result?|
|On the grounds of the scientific data processed thus far this R&D result has the potential to be implemented in production. To prove this, it is needed to make the prototypes and the necessary tests and as a result of those tests it will become clear if the R&D result is ready for mass production or further research and improvements are needed.