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Handmade wigs sale last for a long time with proper care. Wash your wig once a month and hang it up to dry. Do not brush it while it's wet or damp. When your wig dries, lightly shake it to fluff it up and if desired set it with rollers while it is still damp. Makeup artists love wigs because hair does so much to a person's looks.
Measure your customer's head for proper sizing of their custom made wig or toupee. Transfer the measurements to your wig block. Using the measurements, nail the ribbons provided to the wig block.
Place, shape and fit a wet cotton lace over the wig block completing the wig foundation. Note that the lace is available in many colors and sizes. Sew the foundation by hand or use your machine. Try it on for size and fit. and make any adjustments if necessary.
Discuss the desired hairstyle, color, length, thickness and type of curls with your customer to get the best possible results. Use real hair only when making the wig. Sort any cut or removed hair into a hackle and pull it into lengths for storage. Clean the hair carefully before using. Place the hair between two drawing mats making it ready for use.

Ever since the very first experimental wigs sale boats have been built in the nineteen-thirties, longitudinal stability has been recognised as a very critical design factor. When not designed properly WIG boats show a potentially dangerous pitch up tendency when leaving (strong) ground effect. Powerboats sometimes show the same tendency, when they meet a wave or a wind gust they may suddenly flip backwards.
The reason for this behaviour is the fact that the working line of the lift vector of a wing is located relatively far aft at very small ground clearances and moves foreward when climbing out of ground effect. The stability problem can be overcome by installing a relatively large horizontal tail and although a WIG boat cannot be stabilised by c.g. movement alone, the location of the c.g. is very important for achieving acceptable longitudinal stability. A more indepth explanation is found in the theory section.
Some wing planforms are more stable than others, the reversed delta from Lippisch proved to be very good, therefore it has been very popular lately (e.g. in the Airfisch series craft). Not only the planform, but also the wing section is important for stability. Recent research showed that wing sections with an S-shaped camber line are more stable than conventional wing sections. Many new designs have such an S-foil.

Perhaps the most significant developments at this moment, aside from the Hoverwing, are taking place in China and Australia. Australia not only with the FS-8, but the well established catamaran builder Incat is developing a very large trimaran ferry with wigs sale support. Although this may not be a true WIG boat, since it always maintains water contact, it could be a first step to widespread market acceptance.
Chinese companies have been very actively developing WIG boats over the past decade. At least three different groups are working on their own WIG boat. Two of them focus on Russian technology with the TY-1 and Swan that technically resemble the Volga-2. The third group has taken the Lippisch approach and added PAR to it, resulting in the XTW-4.

In Germany the military potential for WIG boats was recognised and RFB was contracted by the German military to develop the X-114, requiring it to fly without ground effect as well as in ground effect. It became apparent that the conflicting requirements of a WIG boat and an aircraft lead to a compromise with little advantages and that the true power of WIG technology lies in staying close to the surface. Therefore the development was continued with the Airfisch family of WIG boats that were incapable of sustained flight without groundeffect. Meanwhile Hanno Fischer had taken over the project from RFB and he pursued Lippisch' work at his own company called Fischer Flugmechanik. Their two seat Airfisch 3 was a very successfull design, which has recently been scaled up to seat 6 passengers. This craft, the FS-8 will soon be series produced by a Singapore-Australian joint venture called Flightship.
While the Airfisch technology was being made ready for the market, Fischer was already working on the next generation of WIG boat with hovercraft technology to assist at take-off. The 2 seat hoverwing prototype HW-2VT has been successfully demonstrated many times and now development continues with a 20 seat version.
Although Alexeiev discarded the tandem wing principle after having tested the SM-1, the concept was later rediscovered by the German Günter J?rg. After many radio controlled models he succeeded in developing a stable WIG boat with two wings in a tandem arrangement, the first manned craft was the J?rg-II. The tandem WIG boat excels in simplicity and low cost and is the most boat-like of all WIG concepts. These facts may explain their initial success with boats up to 25 metres in length built. Unfortunately some technical and business related problems stood in the way of true commercial success.
The above are the most relevant developments in wigs sale history, but there have been many smaller projects around the world, some of which should be mentioned here. The Kawasaki KAG-3 was a WIG boat with water propulsion, but the project was abandoned due to stability problems. In the USA there have not been many projects that went beyond the drawing board. Especially Lockheed and David W. Taylor Naval Ship Research and Development Center (DTNSRDC) have conducted a lot of research work. DTNSRDC especially in the area of PAR. Some years ago a company called Flarecraft copied the Airfisch-3 and scaled it up. Due to their lack of expertise the Flarecraft L-325 was a technical failure, although the attention from the market and the media was overwhelming.

The most recent large ekranoplan from the former Soviet Union is the 400 ton Lun which was built in 1987 as a missile launcher. It carried six missiles on top of the hull. At the time when the Soviet Union fell apart there was a second Lun under construction. It was about 90 percent finished when the military funding stopped, because of the financial situation and the end of the cold war. Some ideas were raised for a new life for the Lun, they ranged from a passenger ekranoplan to a rescue vessel. The second Lun was eventually renamed to Spasatel,wigs sale, the military systems were removed and work started to finish the craft as a rescue vessel. Unfortunately there were financial problems and the work had stopped completely by the mid-nineties. Every now and then plans are presented to finish work on Spasatel, but it will probably never be finished due to lack of funding.
After the collapse of the Soviet Union, developing or maintaining big ekranoplans became impossible for the Russians and the design bureaus started focusing on smaller ekranoplans for non-military use. The CHDB had already developed the 8 seat Volga-2 in 1985, but other design bureaus and companies emerged that wanted to exploit the Russian lead in WIG technology. The most successfull of these is Technologies and Transport where the Amphistar was developed as a smaller and more modern derivative of the Volga-2, both are now in production.
The story of Alexeievs western counterpart, Lippisch, also started around 1960. At that time he was asked to build a very fast boat for Mr. Collins from Collins Radio Company in the USA. Alexander Lippisch was already a well known aircraft designer at that time, being called the father of the delta wing. In the second world war Lippisch designed the Me163 rocket powered delta wing airplane which was well ahead of its time. The boat for Collins, the X-112, was at least as revolutionary a design with its reversed delta wing and T-tail. This design proved to be stable and efficient in ground effect and although it was succesfully tested and followed up by the X-113, Collins decided to stop the project and sold the patents to a German company called Rhein Flugzeugbau (RFB) which further developed the reversed delta WIG boat.

The 550 ton KM (Russian abbreviation for prototype ship) was baptised in 1966. In the five years before that, a number of manned and unmanned prototypes were built, ranging up to 8 ton displacement. They were designated SM followed by a number, where SM is the Russian abbreviation for self-propelled model. The KM was built in the (at that time) closed city Gorky,wigs sale, now called Nizhny Novgorod. No foreigners were allowed there and only when the KM was transported to the Caspian Sea for trials it was discovered by Western intelligence on sattelite photos. At first they did not know what it was and assumed that it was a seaplane under construction, later they found out what it was and called it the Caspian Sea Monster. This name is sometimes also used for ekranoplans in general. To illustrate the secrecy surrounding this project at that time: it was even forbidden to use the word ekranoplan in public.
When the KM programme was launched in 1963 it was very ambitious, it was to be more than 100 times heavier than the SM-2P, which was the heaviest ekranoplan at that time. Basically the KM was far ahead of its time and even today many developers of WIG boats do not consider a craft of this size feasible within the next few decades.
After the experimental craft the Russian ekranoplan program continued and lead to the most successfull ekranoplan so far, the 125 ton A.90.125 Orlyonok. The Orlyonok incorporated many features that had been tested separately in earlier designs: it was amphibious, it had a huge turboprop engine for cruise thrust at the top of the fin and two turbofans in the nose for air injection. A few Orlyonoks have been in service with the Russian Navy from 1979 to 1992.