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Velocity 45 Twin MAN Diesel Engines. 1992. Australian Hovercraft.

Velocity 45 Twin MAN Diesel Engines. Shown without roof. 1992

Close up of fingers on Hover Drilling Barge Kalgoorlie, Western Australia.

Success Story

Linatex Kalgoorlie customer, Ausdrill do exploration drilling on the salt lakes of Kambalda, 50km south of Kalgoorlie . Their hovercraft allows them to travel across the lakes with ease and with out the need to build roads across the lake, as is needed to allow access for conventional drill rigs. As you can imagine the salt lake takes it toll on the inflatable fingers under the unit. Ausdrill have designed a PVC mat that we bond 3mm Linatex on to protect the fingers.

Before they started using the mats they were only getting two weeks out of the finger bags before they needed replacing. The Linatex lined mats last from 9 months in dry conditions to 18 months in wet conditions. They have tried Rema 35 but only got 2 months in wet conditions. There is 240 mats on the unit at one time.

Hover Barge with drilling rig. Operates over boggy salt lake in Western Australia. Foreword movement is by four wheels that lower into the salt - mud for traction. Travels across the salt lake drilling for Gold.

Rescue Hovercraft Changi Airport Singapore 2006

Lewis & Clark

85 Miles per Hour.

SR-N6 Move

On 5 Jan 2005 I was privileged to be able to help with the move of a SR-N6 at the Hovercraft Museum at HMS Daedalus, Lee-on-the-Solent, Hampshire.

These are some pictures and short video clips (in WMV format) that were taken of the event.

The ambition of the museum is to maintain this glorious craft and have it as a "runner" - a monumental task for a gas turbine hovercraft. Hopefully I'll be able to help with this process in a professional capacity through my company (RobertsAerospace) in reviewing the paperwork associated with this craft to get all the manuals, updates, and paperwork in order for it to be licensed.

My initial review of the SR-N6 documentation that the museum holds is that it's in remarkable condition and in good order - far better than the airliner documentation that I have to deal with every day - I'm never going to fly Lufthansa again after what I've seen...

If anyone involved in commercial hovercraft construction would like us to become involved in producing, maintaining, or advising on documentation, user/operator manuals, or maintenance manuals anywhere in the world then please don't hesitate to talk to us through the contact details on the Roberts Aerospace homepage www.RobertsAerospace.com.

Mike Roberts , 28/1/2005

srn6tech.jpg (19267 bytes)

1. A technical schematic of the SR.N6 craft. (BHC)	2. A detailed cutaway of an SR.N6 showing all the major components. (BHC)	3. A drawing showing the underside of the skirt and it's complicated arrangement. (BHC)	4. The original skirt arrangement without fingers. (BHC)
5. New arrangement of the jetted skirt in 1966 with fingers attached. (BHC)	6. A Cutaway schematic of a military SR.N6 craft	7.	8.
9.	10.	11.	12.
13.	14.

Click on thumbnails above for larger images

SR.N6 Mk 1

Designed primarily as a fast ferry for operations in sheltered waters, the SR.N6 Mk I can accommodate either 38 passengers or 3 tonnes of freight. Fully amphibious, it can operate from relatively unsophisticated bases above the high water mark, irrespective of tidal state.

Directional control is achieved by twin rudders and skirt lift, with a thrust port system to assist in low speed manoeuvring. Two manually actuated elevators provide pitch trim at cruising speed.

SR.N6s have been in regular civil operations since 1965. Operators have included Hoverwork Ltd and the Canadian Coast Guard.

Military variants have seen service with the Egyptian Navy, Iraqi Navy (type Mk 6C), Iranian Navy and the Saudi Arabian Frontier Force.

TYPE

10 Tonne amphibious passenger transport.

LIFT AND PROPULSION

Power for the integrated lift / propulsion system is provided by a Rolls Royce Marine Gnome gas turbine with a maximum continuous rating at 15 ºC of 900shp. This drives a BHC 12-blade centrifugal 2.13 m diameter lift fan, and a Dowty Rotol four-blade variable pitch 2.74 m diameter propeller for propulsion.

EXTERNAL DIMENSIONS

Overall Length: 14.80 m
Overall Beam: 7.70 m
Overall Height on landing pads: 3.80 m
Skirt Depth: 1.22 m

INTERNAL DIMENSIONS

Cabin size (l x w): 6.62 m x 2.34 m
Cabin headroom at centre line: 1.83 m
Door aperture size (h x w): 1.75 m x 0.99 m

WEIGHT / CAPACITY

38 passengers or 3 tonnes of freight.
Normal Gross: 10 tons

PERFORMANCE
(at normal gross weight at 15 ºC)

Max . water speed over calm water, zero wind (continuous power rating): 52 knots
Average service water speed: 30 - 35 knots
Endurance at maximum continuous power on 265 Imperial Gallons: 3.6 hours

CRAFT BUILT
(as at 1990)

SR.N6 Mk 1 to 5: 42
SR.N6 Mk 6: 7
SR.N6 Mk 8: 8

SR.N6 Mk 1S

In 1972 a 'stretched' version of the SR.N6 passenger craft known as the SR.N6 Mk 1S was introduced, increasing the seating capacity from 38 to 58.

The Mk 1S is 3 metres longer than the Mk 1 and has additional baggage panniers on the rear sidedecks. To maintain performance, the rating of the Rolls Royce Gnome gas turbine is increased by 100shp to 1,000shp. Three Mk 1S craft had been built by 1990.

SR.N6 Mk 6 GENERAL PURPOSE

The SR.N6 Mk 6 is the most recent development in the successful SR.N6 series and represents significant steps forward in terms of all-weather performance and increased manoeuvrability, especially in high winds and at low speeds. There is also a significant reduction in the external noise level.

These advances have been achieved by the introduction of twin propellers, a more powerful engine and a redesigned skirt system. The tapered skirt, which is deeper at the bow than the stern, cushions the effect of operating over larger waves and surface obstacles and enables the craft to operate in winds up to Beaufort Scale 8 and waves of up to 3.04 m.

The cabin is the same size as that on the SR.N6 Mk 1S.

LIFT AND PROPULSION

Originally motive power on the prototype was supplied by a single 1,125shp Rolls Royce Marine Gnome GN 1301 but the craft has been modified for hydrographic survey work and is now fitted with a Gnome GN 1051/1. Two 3.05 m diameter Dowty Rotol variable pitch propellers are fitted.

EXTERNAL DIMENSIONS

Overall Length: 18.80 m
Overall Beam: 7.92 m
Overall Height on landing pads: 4.00 m
Skirt Depth: 1.50 m

WEIGHT

Maximum operating: 17,010kg

PERFORMANCE
(at normal gross weight at 15 ºC)

Max . water speed over calm water, zero wind (continuous power rating): 60 knots

SR.N6 Mk 6C

SR.N6 Mk 8

The United States Navy

Landing Craft, Air Cushioned

Updated: 30 December 2003

Description: Air cushion craft for transporting, ship-to-shore and across the beach, personnel, weapons, equipment, and cargo of the assault elements of the Marine Air-Ground Task Force.

Features: The Landing Craft Air Cushion (LCAC) is a high-speed, over-the-beach fully amphibious landing craft, capable of carrying a 60-75 ton payload. It is used to transport the weapons systems, equipment, cargo and personnel of the assault elements of the Marine Air-Ground Task Force from ship to shore and across the beach. LCAC can carry heavy payloads, such as an M-1 tank, at high speeds. The LCAC payload capability and speed combine to significantly increase the ability of the Marine Ground Element to reach the shore. Air cushion technology allows this vehicle to reach more than 70 percent of the world's coastline, while only about 15 percent of that coastline is accessible by conventional landing craft.

Background: Concept Design of the present day LCAC began in the early 1970s with the full-scale Amphibious Assault Landing Craft (AALC) test vehicle. During the advanced development stage, two prototypes where built. JEFF A was designed and built by Aerojet General in California . JEFF B was designed and built by Bell Aerospace in New Orleans , Louisiana . These two craft confirmed the technical feasibility and operational capability that ultimately led to the production of LCAC. JEFF B was selected as the design basis for today’s LCAC.

The first LCAC was delivered to the Navy in 1984 and Initial Operational Capability (IOC) was achieved in 1986. Approval for full production was granted in 1987. After an initial 15-craft production competition contract was awarded to each of two companies, Textron Marine and Land Systems (TMLS) of New Orleans , La. , and Avondale Gulfport Marine, TMLS was selected to build the remaining craft. A total of ninety-one LCAC have now been built. The final craft, LCAC 91, was delivered to the U.S. Navy in 2001. This craft served as the basis for the Navy’s LCAC Service Life Extension Program (SLEP). To date three operational craft have been delivered to the Navy in the SLEP configuration.

LCAC first deployed in 1987 aboard USS Germantown (LSD 42). LCAC are transported in and operate from all amphibious well deck ships including LHA, LHD, LSD and LPD. The craft operates with a crew of five.

In addition to beach landing, LCAC provides personnel transport, evacuation support, lane breaching, mine countermeasure operations, and Marine and Special Warfare equipment delivery.

Program Status: All of the planned 91 craft have been delivered to the Navy. A Service Life Extension Program (SLEP) is currently in progress to add service life to the craft design life of 10 years, delaying the need to replace these versatile craft.

Point of Contact:
Public Affairs Office
Naval Sea Systems Command
Washington , DC 20362

General Characteristics

Class: LCAC 1
Builder: Textron Marine and Land Systems/Avondale Gulfport Marine
Power Plant: 4- Allied-Signal TF-40B gas turbines (2 for propulsion/2 for lift); 16,000 hp sustained; 2- shrouded reversible pitch airscrews; 4- double-entry fans, centrifugal or mixed flow (lift) / 4 – Vericor Power Systems ETF-40B gas turbines with Full Authority Digital Engine Control (FADEC) (2 for propulsion/2 for lift); 16,000 hp sustained; 2- shrouded reversible pitch airscrews; 4- double-entry fans, centrifugal or mixed flow (lift)
Length: 87 feet 11 inches (26.4 meters)
Beam: 47 feet (14.3 meters)
Displacement: 87.2 tons (88.60 metric tons) light; 170-182 tons (172.73 - 184.92 metric tons) full load
Range: 200 miles at 40 kts with payload / 300 miles at 35 kts with payload
Speed: 40+ knots (46+ mph; 74.08 kph) with full load
Load Capacity: 60 tons / 75 ton overload (54.43/68.04 tonnes)
Military lift: 24 troops or 1 MBT
Crew: Five
Armament: 2 - 12.7mm MGs. Gun mounts will support: M-2HB .50 cal machine gun; Mk-19 Mod3 40mm grenade launcher; M-60 machine gun
Radars, Navigation: Marconi LN 66; I band / Sperry Marine Bridge Master E
Date Deployed: 1982

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