Conceptual Design Amphibious AI Rescue Aircraft Series (GLARE Trimaran Hull & Battery Electric Prop)

[Rabah]

As a Senior Member of this community, I value your rigorous engineering feedback and would like to present the complete conceptual data for my latest project: Amphibious Rescue Aircraft for Evacuation and Resupply.
This project utilizes the Method of Similitude (Reverse Engineering), scaling down and heavily modifying the advanced amphibious preliminary design lines originally published by Alan Canamar and Dr. Ladislav Smrcek (University of Glasgow, 2012). Our focus is shifted entirely toward humanitarian emergency relief and medical evacuation.

Brief Explanatory Note - excerpts /see the full text in the file attached below

1. Baseline Literature & References
* "2050 Visionary Concept: Advanced Amphibious Preliminary Design", Sept 2012, Alan Canamar & Dr. Ladislav Smrcek (University of Glasgow).
* "Seaplane Conceptual Design and Sizing", MSc Thesis, Nov 2012, Alan Canamar & Dr. Ladislav Smrcek.
* Note: This work directly scales and references Fig. 72, Fig. 74, and Fig. 83 from Canamar's publications. The first two columns of our data table represent these baseline parameters.
2. Key Engineering Modifications
* Propulsion Shift: Transitioned completely from conventional aviation fuels (turbojet/turboprop) to purely electric configurations powered by rechargeable batteries.
* Models №1 & №2: Marine-grade Electric Ducted Fans (EDF) in protective nacelles atop the hull, 400 mm impellers with 5–6 scimitar blades.
* Models №3, №4, & №5: Marine-grade, high-frequency external rotor brushless Outrunners driving high-pitch propellers.
* Thrust Line Optimization: Propeller axes feature an upward tilt relative to the motion axis (+5° for Models 1–3, +3° for Model 4, and +2° for Model 5) to augment aerodynamic lift.
* Weight Distribution: Battery packs are aligned with the fuselage Center of Gravity (CG). They are laid on the bottom skin flanking the central keel on both sides of the step.
* Hull Material (GLARE): We adopted Glass Laminate Aluminium Reinforced Epoxy. It provides up to 10 x better fatigue limits under continuous wave impacts compared to traditional 2024-T3 aluminum, is 10% lighter (2520 kg/m³), and acts as an excellent barrier against marine salt-spray corrosion.
* Operation: Fully autonomous AI piloting managed from a remote base. Hull height is preserved explicitly to allow a medical professional to accompany and treat casualties in transit.

(see full text in attachment below)

 

[Rabah]

Calling all aerospace and aerodynamics experts!
Now that the introductory note is cleared up, I would highly welcome the insights of aerospace engineers and aerodynamics specialists on this project.
Given the fluid dynamics similarities between advanced hull design and aircraft structures, your perspective on the attached file's technical details would be invaluable.
What are your thoughts on the boundary layer control and the pressure distribution over the upper wing surfaces implied in this concept?
Let's start the discussion!

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[gonzo]

Rescue operations bring to mind bad weather. Do you think it will be able to land on water in rough weather? How about take-off and landing in short strips? This is very similar to the flying wing of the 1940s. Have you studied its performance and shortcomings?

 

[gonzo]

3. Resemblance to the "Flying Wing" of the 1940s

Connection: The resemblance is real (e.g., the Horten and Northrop designs), but modern aerodynamics are completely different.
Past drawback: The lack of a vertical stabilizer (tail) made these aircraft directionally unstable.
Modern solution: Today, this problem has been completely resolved through the use of computer-controlled fly-by-wire systems.

Yes, computer controls have made it possible to fly unstable designs. The VTOs were riddles with problems. Now, you can buy a $150 drone that handles better.

 

[portacruise]

"Okay! But you can't load injured people into this drone and provide them with medical assistance!!?? Regards, Rabah"

If it is large open water where the aircraft will be operating, locating the injured people may be a bigger issue than the design of any aircraft. Even if they have a signalling device available, they would need it to be on their body at all times, be checked regularly for operation, and avoid damage in an accident.

A large one man drone might work for one passenger at a time, or it could drop a satellite phone and medical supplies with a self inflating survival raft or survival suits, if there are several people, and they are not all injured to a critical condition. Then a plan set up for drone or coast guard rescue helicopter. Landings and take- offs can be problematic with anything other than a smooth water surface unless using a rotary wing hovering craft. JMHO.

 

[Rabah]

If it is large open water where the aircraft will be operating, locating the injured people may be a bigger issue than the design of any aircraft. Even if they have a signalling device available, they would need it to be on their body at all times, be checked regularly for operation, and avoid damage in an accident.

A large one man drone might work for one passenger at a time, or it could drop a satellite phone and medical supplies with a self inflating survival raft or survival suits, if there are several people, and they are not all injured to a critical condition. Then a plan set up for drone or coast guard rescue helicopter. Landings and take- offs can be problematic with anything other than a smooth water surface unless using a rotary wing hovering craft. JMHO.

Dear colleague,
Thank you for your valuable feedback and comments. You are raising crucial points that are at the very core of modern maritime search and rescue (SAR) operations.
I completely agree that locating people in open water is a massive challenge. This is precisely why Artificial Intelligence (AI) is integrated into this concept. Advanced AI scanning and thermal imaging systems can detect survivors much faster and more accurately than the human eye, even without active signaling devices.
Regarding drones – they are indeed an excellent solution for dropping supplies. However, in critical situations with severe injuries, immediate evacuation remains irreplaceable.
Your point about the difficulties of taking off and landing on a rough sea surface is absolutely correct from a hydrodynamic standpoint. This is exactly where the proposed Trimaran Hull configuration comes into play. This specific geometry, combined with the structural properties of the GLARE material, provides significantly better seakeeping, stability, and wave-impact absorption compared to conventional seaplanes.
Of course, the aircraft will still have inherent operational limits regarding wind strength and sea state (sea scale codes). This is particularly critical to consider since the boarding, loading, and unloading operations will be conducted by opening the bow section of the trimaran hull, which demands careful handling in rough conditions.
Best regards, NA & Marine Designer
Eng. Razmik Baharyan
Rousse-Bulgaria

 

[montero]

Dear colleague,
Thank you for your valuable feedback and comments. You are raising crucial points that are at the very core of modern maritime search and rescue (SAR) operations.
I completely agree that locating people in open water is a massive challenge. This is precisely why Artificial Intelligence (AI) is integrated into this concept. Advanced AI scanning and thermal imaging systems can detect survivors much faster and more accurately than the human eye, even without active signaling devices.
Regarding drones – they are indeed an excellent solution for dropping supplies. However, in critical situations with severe injuries, immediate evacuation remains irreplaceable.
Your point about the difficulties of taking off and landing on a rough sea surface is absolutely correct from a hydrodynamic standpoint. This is exactly where the proposed Trimaran Hull configuration comes into play. This specific geometry, combined with the structural properties of the GLARE material, provides significantly better seakeeping, stability, and wave-impact absorption compared to conventional seaplanes.
Of course, the aircraft will still have inherent operational limits regarding wind strength and sea state (sea scale codes). This is particularly critical to consider since the boarding, loading, and unloading operations will be conducted by opening the bow section of the trimaran hull, which demands careful handling in rough conditions.
Best regards, NA & Marine Designer
Eng. Razmik Baharyan
Rousse-Bulgaria

"This is exactly where the proposed Trimaran Hull configuration comes into play. This specific geometry, combined with the structural properties of the GLARE material, provides significantly better seakeeping, stability, and wave-impact absorption compared to conventional seaplanes."

 

[Rabah]

"This is exactly where the proposed Trimaran Hull configuration comes into play. This specific geometry, combined with the structural properties of the GLARE material, provides significantly better seakeeping, stability, and wave-impact absorption compared to conventional seaplanes."

Dear montero, what is you question? Rabah

 

[montero]

Most of ambhibious planes are tris or cats . My question is why the floats are so close to the hull . You need bigger buoyacy , bigger cx and problematic hull accces.

Put some simple 3 side view drawings.

What is maximum operational sea state?

 

[philSweet]

We have had this since 2009 - Boeing AH-6S

It is optionally piloted, and if piloted in, it can black-box sortie itself back and forth as needed. It can work in tandem with other units - one piloted unit and a few more UAV tagging along. It is tiny and can be reconfigured for all sorts of conditions in a couple hours by two people.

If you are looking at SAR roles, assume no comms, expect GPS jamming; the nav must be black-box and AI. The fully involved cost of a gallon of gas or diesel at a forward provisioning site is often $100 to $150 per gallon. So fuel economy is a big deal. Sortie rate and turn around time is also a big deal. If you look at providing recharging capability also, you will add a great deal to the cost of operations.

A sea plane is useless in anything other than VFR conditions. You need VTOL (and mules for the last mile). It is the only thing that will work when the terrain gets rearranged. Your AI isn't going to know where it is during a flood, or after a flood. This is our local lake after the last go around two years ago. How are you going to land a seaplane on that?

 

[Rabah]

Most of ambhibious planes are tris or cats . My question is why the floats are so close to the hull . You need bigger buoyacy , bigger cx and problematic hull accces.

Put some simple 3 side view drawings.

What is maximum operational sea state?

Thank you for your comments and interest in the concept.
Regarding the float positioning: The configuration of the floats at a specific clearance from the fuselage centerline is deliberately chosen to optimize the aerodynamic efficiency in flight and to minimize aerodynamic drag, balancing it with hydrodynamic stability during takeoff and landing. As for the drawings, the currently provided data, tables, and the referenced figures from Alan Canamar are sufficient to illustrate the core principles of this stage of the project. We aim to keep the focus on the fundamental conceptual layout rather than detailed production schematics at this point.
Best Regards, NA & Marine Designer: Razmik Baharyan from Rousse-Bulgaria

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[Rabah]

We have had this since 2009 - Boeing AH-6S

It is optionally piloted, and if piloted in, it can black-box sortie itself back and forth as needed. It can work in tandem with other units - one piloted unit and a few more UAV tagging along. It is tiny and can be reconfigured for all sorts of conditions in a couple hours by two people.

If you are looking at SAR roles, assume no comms, expect GPS jamming; the nav must be black-box and AI. The fully involved cost of a gallon of gas or diesel at a forward provisioning site is often $100 to $150 per gallon. So fuel economy is a big deal. Sortie rate and turn around time is also a big deal. If you look at providing recharging capability also, you will add a great deal to the cost of operations.

A sea plane is useless in anything other than VFR conditions. You need VTOL (and mules for the last mile). It is the only thing that will work when the terrain gets rearranged. Your AI isn't going to know where it is during a flood, or after a flood. This is our local lake after the last go around two years ago. How are you going to land a seaplane on that?

Thank you for the detailed feedback and the reference to the Boeing AH-6S. It is a capable platform, but our project explores a completely different operational and technological niche.
First, to clarify a crucial point from the brief introduction: this concept utilizes pure electric propulsion. Therefore, logistics and costs regarding liquid fuels ($100–$150 per gallon of gas or diesel) do not apply to this design. The focus is entirely on battery/electric efficiency and localized charging infrastructure, rather than forward fuel provisioning.
While VTOL platforms have clear advantages in debris-heavy or post-flood inland environments, seaplanes and amphibious aircraft offer significantly higher energy efficiency, longer range, and greater payload capacity per kilowatt of power compared to rotary VTOLs. This design is optimized for specific marine and coastal SAR/logistics scenarios where water runways are available and aerodynamic efficiency is paramount.
Best Regards, NA & Marine Designer: Razmik Baharyan from Rousse-Bulgaria

 

[gonzo]

With the weight of batteries, what is left for cargo and what is the range/speed?

 

[Rabah]

With the weight of batteries, what is left for cargo and what is the range/speed?

Hi Gonzo,
Here are the exact figures for Model No. 1 to answer your question:

• Battery Weight: 320 kg (85 kWh Li-Ion / LiFePO4, located entirely in the forebody section).
• Remaining Payload (Cargo): 400 kg (configured for 4 passengers with baggage, or 3 passengers + 100 kg of cargo/supplies).
• Empty / MTOW: 1,120 kg empty weight / 1,520 kg Maximum Takeoff Weight.

Range and Speed performance:

• Cruise Speed: 195 - 205 km/h.
• Maximum Range: 200 km.
• Flight Endurance: 65 minutes.

As you can see, even with the 320 kg battery pack, the aircraft retains a very practical 400 kg payload capacity for rescue operations.
Best Regards, NA & Marine Designer: Razmik Baharyan from Rousse-Bulgaria

 

[portacruise]

Is that payload considering the weight and space of the medical professional and equipment to be sent out? Would it mean fewer injured to be transported? If the medical assistant is also a pilot (or not) - might it have a response time advantage over autonomous by being directly on transport and on the scene?