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Watch ‘Robert Bartini's Ground Effect Aircraft Carrier’ here: https://nebula.tv/videos/mustard-robert-bartinis-ground-effect-aircraft-carrier Watch More Mustard Videos & Support The Channel: https://nebula.tv/mustard Support Mustard on Patreon: https://www.patreon.com/MustardChannel Mustard Merchandise: https://www.teespring.com/stores/mustard-store Instagram: https://www.instagram.com/mustardchannel/ TikTok: https://www.tiktok.com/@mustardchannel Facebook: https://www.facebook.com/Mustard-109952378202335 Twitter: https://twitter.com/MustardVideos Website: https://www.mustardchannel.com/ Thanks to Hangar B Productions for producing the incredible VVA-14 models used in this video, visit: https://www.hangar-b.com As an aircraft designer, physicist, astronomer, philosopher, painter and musician, Robert Bartini is often described as a genius ahead of his time. Throughout his life, he designed over 60 aircraft and made significant contributions to Soviet aviation. Although most of Bartini’s aircraft designs never left the drawing board, many of his aeronautical innovations were incorporated into production aircraft. In 1965, Bartini was given a rare opportunity to realize the full potential of one of his concepts. With the emergence of American Polaris missile submarines, the Soviet Union needed a new kind of aircraft to respond. Bartini proposed building the ultimate submarine hunter. Designated as the VVA-14, it would be a truly unique and innovative aircraft. With a catamaran-like fuselage it would be optimized to fly within the ground effect (like other ekranoplan of the era), giving it endurance needed to fly long-range missions. It would also have wings so that it could fly like a conventional airplane if needed. Bartini would equip the VVA-14 with both a conventional landing gear for runways and a unique inflatable pontoon system to give it amphibious capabilities. Ten lift jets would allow for vertical take-off and landings (VTOL) from any kind of surface, giving the aircraft the ability to operate from the even most harsh and remote regions of the Soviet Union. Development would stretch nearly a decade, but like Bartini himself, the VVA-14’s design would end up being a little too ahead of it's time. Select footage courtesy the AP Archive AP Archive website: http://www.aparchive.com YouTube: https://www.youtube.com/c/aparchive and https://www.youtube.com/c/britishmovietone Select imagery/video supplied by Getty Images: https://www.gettyimages.com/ Thanks for watching!

Get Nebula for just $2.50 a month here: https://go.nebula.tv/mustard Watch 'The Largest Aircraft Never Built - The Lockheed CL-1201' here: https://nebula.tv/videos/mustard-the-largest-aircraft-never-built-the-lockheed-cl1201 Patreon: https://www.patreon.com/MustardChannel Mustard Merchandise: https://www.teespring.com/stores/mustard-store Facebook: https://www.facebook.com/Mustard-109952378202335 Twitter: https://twitter.com/MustardVideos Website: https://www.mustardchannel.com/ Bilateral symmetry is an unspoken assumption in aircraft design. Anything in nature that flies, from the smallest insect to the largest bird, possesses symmetry. But birds don't fly supersonic. In the 1950’s Robert Thomas Jones, a brilliant NASA engineer, began developing a radical new wing arrangement called an oblique wing (also referred to as a skewed wing). The wing design was characterized by a wing that could pivot into a unique angled configuration in relation to the aircraft’s fuselage. The design offered several advantages over more conventional swept wings. An oblique wing’s ability to pivot into a straight wing made it ideal for low speed flight (improving efficiency and take-off/landing performance), but at transonic and supersonic speeds, the angled orientation minimized both wave and induced drag, leading to improved overall aerodynamic efficiency. With lower drag at higher speeds, oblique wing aircraft would require less thrust to maintain a given speed, resulting in reduced fuel consumption and operating costs. Compared to other variable geometry wings, oblique wings would also be lighter, less complex and have fewer drawbacks like a shifting center of lift. Jones proved his theories through wind tunnel tests and with small scale remote control models. Promising results prompted NASA to undertake more intensive research during the 1970s. The first major step was the propeller-driven Oblique Wing Remotely Piloted Research Aircraft (OWRPRA) which first took flight in 1976. At the same time, aviation leaders Boeing and Lockheed were invited to study oblique wings to assess their benefits to commercial air travel. In 1979 the NASA Ames-Dryden-1 (AD-1), a subsonic, human piloted oblique wing aircraft began rigorous flight testing. NASA’s research efforts validated many of Jones’s theories, and the oblique wing demonstrated promise in real world flight. There were plans to follow the subsonic AD-1 program with a supersonic testing program using a modified U.S Navy F-8 fighter, but the program was cancelled early on in development. Budget constraints and shifting priorities have largely stalled intensive oblique wing research programs since the early 1990s. There are still widespread reservations about the flying qualities of highly asymmetrical aircraft. Flight control at extreme wing pivots is unfavorable and requires automated systems to augment flight control. Using modern flight control technologies and advanced materials, many of these drawbacks could be overcome. Oblique wings are still considered a viable concept for large transports and many are convinced that they will eventually be adopted. The advantages are simply too great to ignore. Key Research: “Thinking Obliquely: Robert T. Jones, the Oblique Wing, NASA’s AD-1 Demonstrator” by Bruce I. Larrimer (2019): https://www.nasa.gov/wp-content/uploads/2015/04/ThinkingObliquely-ebook.pdf

Get Nebula for just $2.50 a month here: https://nebula.tv/mustard Watch ‘The Man Who Put a Spotlight in Space’ right now at: https://nebula.tv/videos/mustard-the-man-who-built-a-spotlight-in-space Patreon: https://www.patreon.com/MustardChannel Mustard Merchandise: https://mustardchannel.com/ Twitter: https://twitter.com/MustardVideos Facebook: https://www.facebook.com/Mustard-109952378202335 In 1969 Lockheed produced one of the most unusual design studies in existence. The study sought to determine the potential uses and capabilities that the largest aircraft technically feasible using 1960’s era technology could offer the United States. The result was the Lockheed CL-1201, a nuclear-powered aircraft with an enormous 1,120 foot wingspan and a weight about fifteen times heavier than the next largest aircraft in existence. Although Lockheed’s concept is now widely known by aviation enthusiasts, Lockheed’s original study is nowhere to be found, having either been lost or destroyed. Currently, the best source of information about the CL-1201 is a paper published for the 1982 AIAA 2nd International Very Large Vehicles Conference which references several aspects of the original report. The report outlines two variants of the CL-1201 studied. The first was an airborne aircraft carrier armed with 24 aircraft and long-range cruise missiles, and the second, a military transport capable of carrying up to 400 combat-equipped troops, 472 specialized crew, and over a thousand tons of mechanized equipment and supplies. Multiple CL-1201 aircraft would function in close coordination during combat use. The project was more than just an exercise in conceptual engineering; it was a direct response to Cold War tensions of the time. The CL-1201 would offer the United States an unprecedented ability to respond to any crisis in a matter of hours, no matter the circumstances. Given the enormous engineering complexity and costs that would be involved, the CL-1201 never made it off the drawing board. But much of the design, and circumstances that prompted the study, are still a mystery. Actor featured: Peter Baker (https://uk.linkedin.com/in/bakermediapeter) Thanks for watching