Note: Descriptions are shown in the official language in which they were submitted.
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Modified Water Craft
The present invention relates t:o water craft, and more
particularly to a water craft which includes a moveable support
mounted thereon and a modified aircraft fuselage with wings
connected to the water craft through the moveable support. In
operation, the modified aircraft fuselage is able to rise above
the deck of the water craft, giving the pilot a sense of
flying.
BACKGROUND AR'T
In the past, there have been attempts to design water
crafts or boats that have the ability to generate lift when the
water craft is at high speed in order to raise a portion of the
craft out of the water, such as hydro-planes, catamarans, tri-
hull boats and the like. Typically, these types of boats
generally produce sufficient velocity to lift a portion of the
boat from the water. Lift is typically created by air forces
between the hull and the water surface. Examples typical of the
prior art are described below.
US Patent 5,369,249 describes a boat or hydro-hull that
when in use is capable of high speeds which allows the whole
craft to be raised over the water. The; water craft consists of
an airfoil profile adapted to create lift during high speeds
which allows the craft to raise over the water surface. The
craft consists of a centre section which is connected to a
lower section and two floats.
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US Patent 5,329,870 describes 'a boat having three or more
super-cavitating hydrofoils, which <~re able to flex to raise
or lower the foils in relation to the hull. The body of the
craft is connected via a pivoting assembly to a stern assembly
which in helps raise and lower the hull.
US Patent 4,164,909 describes a water craft having a hull,
a front and rear hydrofoil depending downwardly from the hull,
and additional side hydrofoils depending from the hull. In use,
the front end of the craft rises higher than the water level.
Each of the side hydrofoils are monoplane main supporting
hydrofoils and are able to pivot.
US Patent 5,526,764 discloses a water craft having a
continuous aerodynamic wing structure:, a generally horizontal
or concave shaped bottom with longitudinal concavities
underneath. The propulsion system i.s in the front and the
pilots body movements controls the craft during operation. In
use the majority of the craft rises above the water, with the
support for flight derived from the air passing beneath and
over the wings.
These references do not address t:he primary aspect of the
present invention, which is to provide an apparatus capable of
giving the occupant a sense of flying in combination with the
safety of boating. Additionally, the prior art does not provide
an apparatus which allows the hull of a water craft to remain
in the water and which permits an upper aircraft section to
rise above the hull for a controlled f:Light sensation. Further,
these references do not disclose an apparatus with a
combination of a modified aircraft fuselage and a water craft
whereby the upper section is adapted to be raised and lowered
through air pressure or lift produced by the speed of the lower
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section of the water craft when in use.
SUMMARY OF INVE1~1TION
The present invention is direcaed to a modified water
craft having two sections, a first :section including a lower
hull section and a second section including an upper section
including a modified aircraft structure that includes wings and
a substantial portion of the fuselage.
In a preferred embodiment, there is provided in a water
craft having a hull and motor with controls, the improvement
comprising an aircraft fuselage associated with the hull of the
water craft, the fuselage having at least one pair of laterally
disposed wings and a cockpit, with. moveable support means
mounting the aircraft fuselage to the hull, the moveable
support means permitting upward vertical lift of the aircraft
fuselage, and control means in the aircraft fuselage to control
wing tilt and the motor of the water craft, whereby when the
water craft reaches a predetermined speed, the aircraft
fuselage will lift providing for a f7Light sensation.
Most desirably, the water craft is a motorboat, and the motor
is an outboard motor or inboard motor..
Desirably, the inboard and or outboard motor is associated
with a rudder.
Most preferably, the control means includes primary
directional control means and secondary wing control means.
Desirably, the primary control means includes control
means adapted to control the direction and velocity of the
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lower hull section, and the secondary control means includes
control means adapted to control thEa attitude of said wings.
In a further aspect of the present invention, the wings
are associated with the secondary control means.
In another aspect of the present invention, the primary
and secondary control means are located within the cockpit.
In another aspect of the present invention, the water
craft includes secondary control means which includes control
cables attached to the pair of wings. Desirably, the secondary
control means further includes a cont~__~ol column associated with
the control cables.
Another aspect of the present invention, wherein the
primary control means includes a control bar having control
cables associated with the motor.
In a further aspect of the present invention, the moveable
support means includes a hinged frame positioned within the
hull, the support means being adaptedl to move between a first
stationary position and a second operative position.
In a further embodiment, there is provided a water craft
wherein the hinged frame is secured to the hull section and the
aircraft fuselage, and is adapted to allow movement of the
aircraft fuselage between a first stationary position and a
second operative position.
In an alternative embodiment, the water craft includes a
load compensator.
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According to an alternative embodiment, there is provided
in a water craft having a lower hull section and motor, the
improvement comprising an upper section including a section of
aircraft fuselage having a pair of laterally disposed wings,
support means adapted to allow vertical movement of the upper
section in a vertical plane relative to the lower hull section,
primary control means adapted to control the direction of
travel and the velocity of the lower aection, secondary control
means adapted to control the attitude of the upper section: and
propulsion means.
According to an above alter.~native embodiment, the
secondary control means includes mechanical, hydraulic or
electrical relaying devices adapted to control the attitude of
the wings.
Desirably, the primary control means includes mechanical,
hydraulic or electrical relaying devices adapted to control the
propulsion means.
Additionally, in an alternative embodiment, the primary
control means includes mechanical, hydraulic or electrical
relaying devices adapted to control th.e direction of said lower
section.
In further alternative embodiment there is provided in a
water craft having a lower hull section of a motor boat with
at least one motor, the improvement comprising an upper section
having at least one pair of laterally disposed wings, wherein
the upper section is adapted in operation to rise vertically
above the lower hull section, hinge means moveably mounting
said upper section to the lower hull section, control means for
controlling both the direction of tr<ivel and the attitude of
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the wings; and drive means.
The upper aircraft section is connected to the lower hull
section through a moveable support means that enables the upper
section, when in use and when the lower hull section is at
sufficient speed, to achieve lift along the wings which allows
the upper section to substantially :rise above the lower hull
section through the moveable support..
According to a preferred embodiment, the wings of the
upper section of the craft are able to pivot along their
horizontal axis. This enables one or- both wings to assume an
inclined or tilted position to increase or decrease the angle
of attack which varies the lift of the upper fuselage section.
To effect a turn, both wings are angled along their horizontal
axis in opposite orientations to effect a turn in the desired
direction.
The propulsion system is of any conventional type,
preferably a conventional inboard or outboard motor capable of
propelling the water craft to sufficient speed to provide lift
to the upper section.
Propulsion and rudder control of the water craft are
controlled by the driver in the cockpit through any
conventional control means.
BRIEF DESCRIPTION OF DRAWINGB
Figure la is a perspective view o~f the present invention,
showing a modified motorboat at rest 'with the upper aircraft,
lower hull section, and a moveable support frame according to
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the present invention.
Figure 1b is a perspective view of the water craft in use
with the upper aircraft section raised upwardly from the hull
section;
Figure 2 is a top plan view illustrating the modified wing
structure of the present invention including the control column
and control lines.
Figures 3 through 6 illustrate perspective views of the
water craft, upper aircraft section and moveable support of the
present invention in use, and showing wing tilt depending on
the position of the control column; where
Figure 3 shows the upper section with the wings in an
angled position illustrating a descent: Figure 4 shows the
wings in an angled position showing the upper section in an
ascent; Figure 5 shows the water craft. in a left turn, with the
20 left wing in a angled position downwards, and the right wing
in an angled position upwards; and Figure 6 shows the water
craft in a right turn, with the right wing angled position
downwards, and the left wing in an angled position upwards.
Figure 7 is a top plan view of the water craft
illustrating the control lines to the: rudder and motor.
DETAINED DESCRIPTION OF THE PREFERRED EMHODIMENTB
In a first preferred embodiment there is provided a
modified water craft that combines the safety of boating with
the sensation of flight. A modified motorboat is provided
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which includes an upper section in the form of a modified
aircraft including wings and a fuselage. In use the upper
section is adapted to rise upwardly in a generally vertical
direction while the lower section of the water craft remains
in motion on the surface of the water.
Figures 1 through 7 illustrate a preferred embodiment of
a water craft of the present invention. As shown, the present
invention consists of a modified water craft generally
indicated by the reference numeral 10. The modified water craft
includes first and second sections. T:he first section comprises
a lower hull section generally indi~~ated by reference number
50. The second section comprises an upper aircraft section
generally indicated by reference numeral 20. The lower hull
section 50 includes a deck 52, sides X55 and an interior 57. The
upper section 20 includes a modified aircraft fuselage or
airframe including wings 30 and 40, and cockpit 22.
As shown in Figure 1a and 1b, the upper section 20
includes an airframe or other like structure having a low
aerodynamic resistance. A pair of aerodynamically shaped
laterally disposed wing structures 3.0 and 40, are positioned
in an opposed parallel relationship with the longitudinal axis
of the upper section 20.
The fuselage or upper section :? 0 as shown in Figures 1
through 7, is connected to the lower hull section 50 or
motorboat hull through a moveable support means or pusher frame
60. The pusher frame 60 includes firsst and second ends (80,70
respectively), and is adapted to allow movement in a vertical
plane only, which enables the upper section 20, when in use and
when the motorboat is at a certain speed, to 'rise vertically
above the lower hull section 50. A first end 80 of the moveable
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support means or pusher frame 60 is affixed to the upper
section or fuselage 20 with the opposite or second end 70 being
affixed to the lower hull section 50.
In a preferred form, the moveable support means 60 is in
the form of a hinge-like structure, which hingedly secures the
upper section 20 through hinges 80 mounted to the support means
60 and the lower section through hinges mounted to the hull
section 50.
According to the preferred embodiment, the upper section
may be a separate construction, which is modified to be
installed onto a conventional motorboat. Preferably, such a
construction includes the wings (30,4~D) and forward section of
the fuselage of an airframe or aircra:Et as well as the support
member or pusher element 60, as described in greater detail
below. Most desirably, the upper section 20 or airframe
includes the fuselage and wings, but excludes the tail portion
of the airframe.
The upper section 20 includes a cockpit 22 or control area
for an occupant to operate the water craft. A single pilot can
control both the boat controls and the controls for the wings
and 40. The upper section 20 is mounted in a forward facing
or bow facing position along the center line of the hull 50.
The wings 30 and 40 typically are in the form of
conventional aircraft wings. The wings are of an aerodynamic
shape and are adapted to pivot alone their horizontal axis.
30 This enables one or both wings (30,4~D) to assume an inclined
or angled position to increase or decrease the angle of attack
which varies the lift of the upper section 20. As shown in
greater detail in Figures 3 through 6, the wings 30 and 40 are
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mounted on the upper section of the cockpit 22, for example
those typical of a Cessna airframe or trainer type aircraft.
In operation, as illustrated in Figures 3 through 6, once
the lower hull section 50 or motorboat reaches sufficient
speed, the upper section or airframe 20 is adapted to rise
vertically above the motorboat supported by the movable support
means or hinge structure 60. The driver, through a push/pull
action of the control column 130 in the cockpit 22, is able to
effect an up and down motion of t:he upper section 20, as
outlined above.
In use, the motorboat or lower hull section 50 is
propelled and attains a sufficient sp~aed or velocity to provide
lift to the upper section 20. 'This velocity generates
aerodynamic lift force on the wings :30 and 40. This resulting
lift force creates support for the upper section 20 whereby the
upper section 20 is able to rise above the lower hull section
50.
As shown in greater detail in Figure 2, the wings 30 and
40 are connected to the control column 130 and shaft 140
through control lines 110, 122, 120 and 122. Direction and
vertical lift of the upper section i~~ accomplished by pushing
the control column 130 forward, which will slacken the trailing
edge of control lines 112 and 122, and tighten the leading edge
1 fines 110 and 12 0 . This wil l cause i:he wings ( 3 0 and 4 0 ) to
have a reduction in their angle of attack, which in turn causes
a reduction in lift. By pulling the control wheel 130
rearwardly or towards the occupant, this action accomplishes
the reverse; the trailing edge control lines tighten 112 and
122, and slacken or loosen the leading edge lines 110 and 120.
This pull action will cause an increase in lift.
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The control lines 110, 112 and 120, 122 are affixed to
each wing (30 and 40 respectively) along both the leading and
trailing edges. In use, the angle of attack of the wings 30 and
40 is controlled through the rotation of both wings. The roll
action, or a revolution about a. longitudinal axis, is
counteracted through a rotation o:E both wings (30,40) in
opposite directions.
As with conventional planes or flying devices, attitude
control is accomplished through the rotation of the wings 30
and 40. To counteract or control the :roll action, the wings 30
and 40 are adapted to rotate in opposite directions, thus
acting as ailerons. As such, both the angle of attack and roll
are able to be controlled through the control column 130.
As shown in greater detail in Figure 3, when the control
column 130 is pushed forward or away from the driver, the
trailing edge control lines 122 and 112 are tightened whereby
the wings leading edges are angled or tilted downwardly, which
allows for the upper section 20 to lower. As shown in Figure
4, if the control column 130 is pulled towards the occupant,
the trailing edges 132 and 142 of: both wings 30 and 40
respectively are lowered, whereby t:he wings 30 and 40 are
inclined, which allows for the upper section 20 to raise above
the lower hull section 50.
As illustrated in Figures 5 and 6, in order to effect a
turn one wing is rotated upwards and the other downwards
through a rotation of the control column 130. Turning the
control column counter-clockwise will cause tightening of
control lines (120,122) to leading edge of left wing 30 moving
the left wing downward, causing the hy~dro-flyer to tilt to left
side as illustrated in Figure 5. In order to effect a right
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turn, the control column 130 is turned clockwise, as shown in
Figure 6, where the right wing 40 is tilted downward, the left
is tilted upwards thus effecting the turn. As shown in Figures
and 6, the motor boat or lower hull section 50 is also turned
at the same time the upper section or section turns. This is
accomplished through the rudder and propulsion controls of the
lower hull section 50 controlled by ithe operator of the water
craft which is described in greater detail below.
The lower section 50 includes an.y conventional motorboat,
for example any such craft that is able to support the upper
section. The lower section 50 or boat typically includes a hull
50, control means and a drive or propulsion system generally
indicated by the motor 90. The hull 50 may be of any
conventional construction, i.e., a cat=amaran, single or double
hull, etc.
The direction control means for the lower portion is the
motor 90 which includes a rudder 100. The motor 90 is
preferably connected to a horizontal z~udder control bar 157 in
the cockpit 22. Flexible lines 150 are affixed at one end to
the rudder control bar 157 and at their opposite end to a rear
bar 155 mounted to the motor 90. This allows the user to
control the direction of travel of the lower hull portion.
If the craft is not at a sufficient speed, or if the
operator does not wish to be in the air, the upper section 20
and the lower section 50 can function as a normal motorboat.
As shown in Figures 1 through 7, the preferred propulsion
system is an outboard motor 90, although any conventional motor
or plurality of motors may be used. In accordance with the
present invention, an outboard motor 90 is affixed to the lower
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hull section 50, whereby the motor 90 has sufficient horsepower
to propel the water craft 10 at sufficient velocity to attain
or maintain the minimum speed required to provide lift to the
fuselage or upper section 20.
Engine control means, as shown in Figure 7, are
illustrated as throttle gear box 160 associated with the motor
90 through a cable 165. The throttle gear box 160 is used to
control the speed of the engine in a, conventional manner.
In an alternative embodiment, i:he control system of the
present invention may include two control columns or sticks,
not shown, whereby pulling on both control sticks causes both
wings to increase their angle of attack. One control stick may
be adapted for use for each wing, e.g., one is to control the
left wing and the other to control t:he right wing. According
to such an alternative embodiment, a rudder control bar may be
attached in a similar manner as described above to control the
direction of the motorboat, and other suitable control means
may be provided for other steering, throttle gears or like
mechanisms of the motorboat. Additional control for an
alternative wing structure, such as a fixed wing structure with
ailerons may be used in accordance with the described wing
control means.
In alternative embodiment, locking means or the like may
be provided to prohibit the upper secaion 20 or fuselage from
raising into the air when not desired.
In a further alternative embodiment, there is provided a
load compensator or spring like device positioned between the
upper section 20 and lower section 50. The load compensator or
spring like device is adapted to compensate for the weight of
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the upper section 20 allow for flight using less speed, as only
the weight of pilot would be the factor in compensating for the
increase or decrease of speed. If, on one hand, a compensator
is not used, the speed required by the present invention to
attain sufficient velocity for lift would be approximately 40
miles per hour. If a load compensator is used, the required
speed would be approximately 30 miler per hour.
Although embodiments of the present invention have been
described above, it is not limited thereto and it will be
apparent to those skilled in the art that numerous
modifications form part of the present invention insofar as
they do not depart from the spirit, nature and scope of the
claimed and described invention.
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