Name: What Happened To Giant Ekranoplans?
Uploaded: 2021-05-31T13:49:09.000Z
Duration: 10 min 55 s
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the description. In the 1960s the leader of the Soviet Union bragged about having

ships that could jump over bridges. His cryptic words confused Western leaders.

What he was talking about was a machine unlike anything the world had ever seen.

A ship that could move as fast as an aircraft by lifting right out of the

water. And for decades the Soviets developed a unique technology under a

shroud of secrecy. But these giant, otherworldly machines all but

In the 1950s, the fastest boats in the world were hydrofoils. A type of boat

with wings attached to its hull. And they were an ingenious innovation. Because at

speed, the wings would lift the boat out of the water to reduce drag. Allowing for

much higher speeds. But even the fastest hydrofoils could reach no more than

110 km/h. Held back by a phenomenon known as cavitation,

which disturbed the lift generated by a hydrofoil's wings. It was a problem that

engineers would never solve. But a pioneering Soviet hydrofoil designer by

the name of Rostislav Alexeyev had a radical idea. What if he moved the wings

out of the water entirely? Doing so would mean a shift from hydrodynamics to

aerodynamics. But it would allow for previously unimaginable speeds. Once

Alexeyev's ships were moving fast enough, they would lift right out of the water.

But they wouldn't fly like aircraft. Instead, they'd ride on a cushion of air

just above the surface. Pilots had long noticed when landing or flying very

close to the ground, their planes would seem to gain extra lift. Almost as if

they didn't want to land. This phenomenon was the ground effect. And Alexeyev would

use it to revolutionize ships. To prove his idea

Alexeyev built scale models and small prototypes. But he'd need access to a lot

more resources to fully develop the concept. And the only way that was going

to happen in 1960s Soviet Union, was if he could demonstrate the military

Alexeyev ships were called Ekranoplan. And they could fly at aircraft-like

speeds, low to the surface where they'd be virtually invisible to radar.

Being completely out of the water, they'd also be invisible to sonar. And pass

right over sea mines. With her small draft, Ekranoplans could access

shallow coastlines and beaches inaccessible to conventional ships. And

they promised to be relatively cheap and simple to build. Mixing aircraft and

shipbuilding construction. Alexeyev  got the attention of top military brass

and even Soviet Premier Nikita Khrushchev. Easily swayed by big, bold

projects, Khrushchev immediately saw potential in

a technology that the Americans didn't have. So the floodgates of military

funding blew open. And Alexeyev and his team went to work scaling up the idea.

Over a period of just five years, they went from small prototypes weighing no

more than a few tons, to this. A 265 ton monster they called the KM.

It was a machine that looked straight out of another dimension. The KM could

travel at over 500 kilometers an hour and lift 600 tonnes. When it was

completed in 1966, it was by far the largest flying machine, and had an

impressive lift-to-drag ratio unmatched by any aircraft. To get this enormous

machine into ground effect, eight forward mounted jet engines directed thrust

underneath the wings, creating a temporary hovercraft .Once in ground

effect, the forward jet engines were shut off, and only two engines were enough to

keep 600 tons of machine moving at aircraft-like speeds. A giant tail, five

stories high, was used to counter the inherent instability of flying within

the ground effect and to provide control at higher speeds.

First tested in 1966, the KM proved that Ekranoplans

could be scaled way up. But it also revealed some serious flaws.

Far from robust, the KM demanded careful maintenance. It's ten jet engines were at

constant risk of damage from saltwater and foreign objects.

It was also notoriously difficult to operate. Flying safely within the ground

effect was an exhausting experience for pilots. And the KM needed enormous

distances to turn. Which meant that spotters up ahead had to give advanced

warning about other ships and obstacles. Another challenge was the weather.

Supposedly that KM could operate in waves of up to a meter and a half. Not

bad. But you'll never find a photo or video of it in anything but calm water.

And getting this enormous machine moving in high seas? Next to impossible.

So the KM could only operate when conditions were calm and on smaller

inland seas like the Caspian. Travelling on the open ocean was out of the question.

an engineering team developing an entirely new kind of vehicle, from the

ground up. With further development maybe Alexeyev and his engineers could

have resolved many, if not all of the KM's issues. But it was already too late.

By the time the KM made its first flight, the Soviet Union had a new leader. And

the entire mood had shifted. Brezhnev was neither patient nor a risk-taker. He saw

Ekranoplan development as an unnecessary gamble. Instead preferring

more conventional military projects. And it was bad news for Alexeyev. In 1968, he

was demoted from director of the Hydrofoil Bureau, to merely head of a

dwindling Ekranoplan program. With many technical hurdles and fewer resources,

Alexeyev and his engineers shifted their focus from the KM to developing a

smaller, more practical Ekranoplan. One that could transport about 150

troops, roll onto beaches, and even fly out of the ground effect. But these

added capabilities came with compromises. Like reduced lifting capacity largely in

line with a similarly sized seaplane. But with many in Soviet leadership skeptical

about Ekranoplans, only three entered service with the Soviet

Navy. Alexeyevs Ekranoplans were fast, but they couldn't outrun the Soviet

Union's economic failures. With dwindling resources

Alexeyev butted heads with Soviet leadership. And in 1975, his impatience

with Soviet bureaucracy finally caught up to him, He was demoted again. This time

down to the position of an ordinary employee. It was the beginning of the end,

but not before a final a Ekranoplan was developed for the 1980s. Not quite as

large as the KM, it carried six anti-ship cruise missiles and could strike targets

over 100 kilometers away. But only a single example was ever built. And Alexeyev

would never see it fly. In 1980, he passed away at the age of just 63, having never

fully realized his vision. Funding for Ekranoplan development wound down by

the mid-1980s. And after the Soviet Union collapsed in 1991, the few Ekranoplans

built were quickly pulled from service, putting an end to nearly 40 years of

development. But a belief in the potential of Ekranoplans lives on

within the former Soviet Union and elsewhere in the world, with continued

development focused on smaller ground effect vehicles. And that leaves an

intriguing question still unanswered. With the KM, Alexeyev and his team

demonstrated that the more massive an Ekranoplan got, the better it flew.

Becoming more stable, flying higher, and operating with greater efficiency. Could

a machine much larger than even the KM be the key to unlocking the technology's