High performance human powered displacement boat including user articulating surface skimming outriggers (amaroas), and beaching, docking, heavy water capability

Abstract

A high performance human powered boat is disclosed which centers around an articulating aiko and hand-actuated skimming planning outriggers. While the craft is in the static mode, flotation from amavons (combination of traditional ama and elevons) supply static buoyancy; while in interim speeds, amavons skim or plane across the water surface, In optimum performance, small retractable and variably applied skimmers or sweepers (similar to sweep stroke in rowing) control the roll of the craft on an as-needed basis. All of the planning both intermediate and with sweepers is done with potentially less drag than with traditional aikos and displacement amas.

Description

STATEMENT REGARDING FEDERALLY FUNDED RESEARCH

Not Applicable

FIELD

This invention relates to human powered boats, and more specifically, pedal powered displacement boats in the very-high performance range, and characterized by a long main hull with narrow beam and minimum cross sections.

BACKGROUND INCLUDING OBJECTS of the INVENTION

Kayak

Kayak traditions have traced their roots particularly in the waters of Alaska and Northern Canada for as far back as 5000 years. Different peoples including the Kadiak, Nunivacs, Makenzie, etc., each had their own kayak building traditions. The highest performing boats would have to be attributed to the Aleuts who like others, used dried driftwood, willow strands, all lashed together. They used sealskin rawhide, whale and seal fat to seal joints. The Aleuts, however took boat building for speed to a higher level in building their BAIDARKAS for example by using bone and ivory to make perpendicular rub points last longer in harsh wavy sea environments. Evidence shows that they used ball and socket joints to allow flexibility but keep alignment between the usually three lashed-together keel lap joint structures. The ball and socket kept alignment, the lashing around a lap joint held it together. (ZIMMERLY<, Qayaq . . . )

These advanced construction techniques allowed for a very narrow, but at the same time, very light craft. These were so narrow, that they were unstable in static floating. Like Greenlanders, the Aleuts had to use paddling techniques to keep their narrow boats upright.

A typical Aleutian single place baidarka in use between, say, the time of contact with Europeans in mid 18^th century and continuing through the early 20th century may be as light as 20 lbs. and would be enviable to aerospace construction today. Dimensions for a single seat baidarka may include length 20 feet, WL width 1.17 ft, depth 0.3 ft draught with rounded sections that have a prism shape (to leave space for the keel while wrapped in sealskin) at the bottom center. They have been noted to be able to sprint at over 10 mi./hr. back in the 1700's (Dyson, 2000, Scientific American)

The front structure of baidarkas included a bifid bow similar to an open birds mouth. This inventor has observed such a structure to decrease a bow wave and break up the continuous “bone in teeth” splash, or spray to a small sprinkle thrown out to the side.

This inventor believes that the power saved is up to 2% when the trim is low (i.e. a payload of “sea otters”), when surfing, and going through waves as high as 30% of the freeboard of the bow. Also the upper half of some Aleut baidarka bows served as a “ski-skimmer” that apparently added bow buoyancy and fluid-dynamically (i.e. skimming or skiing) kept the bow angle higher when surfing (going a lot faster than normal down the face of a wave into the trough). These types of bow predates the ones presently used on cargo ships and the like to break up the bow wave and make the ship go faster under less power.

Rowing

Generally for the past few millennia, hulls used in rowing and meant for speed, were built fast, light, and slender with small beam sections and long length. This is exemplified by Greek triremes. Other examples since than included low payload water taxies in London, Venice, various parts of Europe as well as other places. For the last century, and especially with the invention of the sliding seat, rowing shells designs have become especially slender and fast. They have developed to the point that designs have become unstable if left to stand alone. The center of mass is higher than the center of buoyant lift. Not only this, but as the boat rotates towards tipping, there is not much if any buoyant form to right the boat, so it keeps on tipping. They needed to be stabilized by sweeping the oars in the retrieval stroke, and deflecting them on the power stroke. Advanced rowers could depend on balancing the boat much as a tight rope walker uses a balancing pole, and therefore skim or sweep the water less on the retrieval stroke.

Pedaling

With cycling, the legs are stronger and biologically more power-efficient. In addition, pedaling technique is somewhat easier than with rowing and kayaking. With pedaling, the cyclist is facing forward and usually in a high recumbent or even upright position. Pedaling allows many possible methods for keeping upright a boat that is intrinsically unstable. Franz Frenzel 1889 (U.S. Patent 397,282) has a long, certainly unstable but potentially fast hull stabilized by counter weighting a keel well below the water.

Wilton Shiraki 1993 (U.S. Pat. No. 5,194,024), for a recumbent seat, as do Pierre Louis Parant 1994 (U.S. Pat. No. 5,362,264) Andre Gauthier (U.S. Pat. No. 5,672,080) with an upright seat, propose a fairly slender monohull in the form of a board. While these boards prove wide enough to support stability without the need for outriggers, ammas, aikos and the like, they also have to sacrifice considerable speed for this stability.

George W Tatum 1998 (U.S. Pat. No. 5,722,865) proposes canard balanced marine bicycle (U.S. Pat. No. 5,722,865). This canard which is as much like a pivoting vertical hydrofoil fin is located and functions amidships.

Tatum went on to market and race this class of boat, with considerable success in speed performance. Static and slow-speed stabilizing were done with deployable outriggers not addressed in his application. When the boat was static, the outriggers were deployed; when the boat was moving fast enough, the outriggers were hauled in and the fin could do the job.

This craft is a truly balancing machine where the canard/foil is used to dynamically keep the boat upright.

In aeronautical terms, of roll, pitch and yaw, this fin, foil keeps the boat balanced by supplying counteractive forces in the roll axis.

While this methodology was possible to operate and start from deep water, i.e. “untip” the craft in the static mode (if the outriggers were not deployed, the boat would settle sideways; the inventor managed a deep water start and deployment from this sideways floating position), it was very challenging to manage the gear. Upon starting, one would have to keep the boat upright with the canard/foil, steer, and using ropes and pulleys, and pawls to haul in the static outrigging gear. Methodology similar to this can be found in Mier-Maza (U.S. Pat. No. 6,309,263).

Tatum must have also found that there did not need to be a counterweight to help keep the boat upright as in later years he used only the vertical hydrofoil or canard to keep his boat upright.

In going high speeds however, the foil or canard being large enough to right a boat while pivotally mounted substantially amidships would produce considerable extra drag the faster the boat went. Foil drag force, and subsequent power is dictated by the equations:

F=Cd(1/2 rho) V̂2 S

And respectively,

P=Cd(1/2 rho) V̂3 S

Where F=Force; Cd=Drag Coefficient, Rho=Fluid density, V is velocity, S=Surface Area, P=Power

One can see with these equations that as velocity increases on a foil (like a constant area rudder or Tatum's fin), force increases as the square, and power as the cube! Two of the variables that can be reduced in the equations are the Cd and surface area S. It would be hard to reduce the Cd too much in Tatum's proposal since there would need to be structure there to absorb the forces on the pivoting vertical foil or canard. Also the righting moment correcting tipping forces would need some space to fit the structure into. Lastly, while the structure for the correcting forces would be manageable, there would have to be a vast increase in the pivoting structure to absorb underwater impacts, groundings and the like which would occur under normal instances in operation of the boat especially since the vertical foil/canard will have the first encounter with such objects. Reduced surface area is also not manageable since if there was too much reduced surface area, there would not be enough of it to control against tipping. While Tatum's proposal is essentially committed to the surface area of the fm foil, skimming means as a righting force allows for less drag. According to Gilmer (Modern Ship Design, Thomas Gilmer Naval Institute Press, 1981, p. 292, 296), skimming or plaining surfaces provide opportunities for great increases in speed with only slight increases in power as opposed to predictable increases in power for hull and constant area hydrofoils.

Hoerner and Brooks (HOERNER, SIGHARD, 1965, 11-26 to 11-32; BROOKA, ALEC HUMAN POWER, Spring, 1987: Vol 6 no 1) imply that surface skimmers have twice the drag per area that submerged foils do. But if significantly less surface area can be used in righting the boat, allowing for less overall drag and faster speeds.

My invention in aeronautical terms controls the craft in the roll axis (other axes: pitch and yaw controlled by longitudinal displacement stability and rudder respectively) with each hand left or right controlling port or starboard on an as-needed basis. The main component for this is an AMAVON, the combination of the traditional float or AMA; and ELEVON the trailing edge control surface of an airplane delta wing that controls lift (pitch axis) and side to side stability (roll axis). The actuation of my invention is fairly similar controlling the airplane. While in static mode, i.e. when the craft is at rest, the float part supports the boat. While at speed, the sweeper (derived from the recovery stroke in rowing called sweep), skims or planes across the surface dynamically supporting the hull.

My invention takes advantage in that the skimming planing devices can use less power:

• 1. by putting the operating skimmers called “sweepers” out on a long lever arm, thus requiring less and less surface area, less drag as the arm gets longer for the same amount of correcting moment lift of the sweeper. The relationship of this moment is given by T=F*r where for a constant righting moment torque T, there is an inverse proportion of force (lift of the sweeper) and the lever arm r. The longer the lever arm, the less the lift, and thus less drag caused by surface area there needs to be in order to counteract the tipping.
• 2. by not having the skimming planing sweepers held fixed to a certain surface area. If the boat is near balanced, there does not need to be righting forces (with their associated drag) applied.
• 3. in fact, by being able to completely withdraw the sweepers from the water when not in use
• 4. by being able to occasionally apply them as needed in per-time basis: i.e. an abrupt correction that rights the boat, than a quick withdraw off the water surface before the boat appreciably decelerates from the increased drag of the correction.
• 5. by going faster: small surfaced sweepers can operate shallower (less drag) as the boat goes faster for the same lifting force or boat righting force. While hydrofoils due to constant surface area will keep increasing in drag as the boat goes faster, skimming plaining sweepers can be made to decrease in drag before increasing again as speed is increased.

The bigger the diameter of propeller there is, the more efficient it is. The depth of any propeller will require deep draught and make beaching or bringing the boat ashore very difficult unless there is some way to retract it

The boating activities of this inventor (U.S. Pat. No. 6,712,653) have included development of a dagger board type drive unit that can be laminated in to a watercycle shell. Laminating in the unit saves weight over bolting or locking as with Gauthier (U.S. Pat. No. 5,872,080). And with this inventor having built prototypes reaching over 6.5 miles/hr for over an hour under the foot of a moderately trained cyclist, it cannot be overemphasized that weight saving is VERY important. The draught of this high efficiency drive, or with a craft like Tatum (U.S. Pat. No. 5,722,865), once assembled, is very difficult to enter or exit the water. My invention applied to Tatum's proposal, as well as his subsequent activities and methods, and additionally, the application of my previous patent would allow quick assembly and beach entry and exit as opposed to having to assemble a cumbersome structure on shore and wade out to water depths of four feet before being able to get on and off to ride it.

My invention allows the propeller to be retracted and cleaned of weeds by hull rotation It is therefore an object of this invention to provide for the stabilizing aiko and ama structure and system to a very narrow hull that would be otherwise unstable, and to do so with the least possible resistance

It is another object to provide for stability of the low drag but long narrow inherently unstable craft throughout the range of speeds it may go from standing still to full speed, and stabilizing at each speed with as low a drag as possible.

It is a further object of this invention to provide for the lightest, and therefore the fastest application of a long narrow hull that is also easy to assemble and easy to beach, put in and take out of the water

Another object of this invention is to provide as a platform or package the long narrow hull proposed that uses the least amount of drag for a displacement boat as it applies to human powered boating of varying means of propulsion, pedal boating, recumbent seat boating, upright seat boating, single as well as multiple seat boating, hybrid powered boating, i.e. solar electric, wind and so on, motorized boating and the like.

Other objects will become clear as the invention is further disclosed.

Moving now to the drawings,

FIG. 1 shows an general view of the craft including articulating ammavons aiko bar and sleeve, pedal drive.

FIG. 2 shows broken down details of same as well as beaching hinge assembly

FIG. 3 shows detail of amavon especially the primary sweeper, and secondary planning deflectors

FIG. 5 shows actuation of the beaching/weed cleaning out assembly and methodology

FIG. 6 shows the actuation of the amavon and the correcting moment from the hand actuation through the lifting of the sweeper

FIG. 7 shows the landing and displacement mode of the amavon

FIG. 8 shows the secondary planning mode of the amavon

FIG. 9 is a projection showing the counteracting of the tipping moment as the amavon is in the displacement mode

FIG. 10 is a projection showing the counteracting of tipping when the amavon is in the skimming, planing, sweeping mode

FIG. 11 shows beaching cleaning assembly in the operating position

FIG. 12 shows the beaching cleaning assembly in the kick up position

FIG. 13 shows pivot in the aiko and bar folded that allows for docking

FIG. 14 shows top view of docking pivot aiko tube as aiko and amavon is extended.

FIG. 15 shows aiko and amavon folded in and boat at a dock

FIG. 16 shows how the bifid baidarka bow can be molded

FIG. 17 shows an alternate embodiment of more pourous amavon for heavy water

FIG. 18 is a forward view more porous amavon including secondary planning surfaces and sweeper surface

FIG. 19 shows a yet even more porous amavon which is porous from the side

FIG. 20 is alternate embodiment that shows airfoils superimposed as outer aikos

FIG. 21 is alternate embodiment that includes a more traditional shaped aiko that has sweeper integrated into it

FIG. 22 is alternate embodiment of inner aiko sleeve and tube with heavy water background

FIG. 23 is alternate embodiment of inner aiko with heavy water background

DESCRIPTION OF A PREFERRED EMBODIMENT

The following preferred embodiment and alternative embodiments are presented to give a general idea of the invention and by no means and under no circumstances do they represent the only form the invention could take.

In [FIG. 1], a long slender hull of very narrow cross sections 1 has sections so narrow, that hull, 1 is unstable on its own. Hull 1 contains pedal drive 2 with pedals at top and propeller below the water line. Hull is stabilized by aiko (cross brace) system consisting of rotating inner aiko sleeve 3 in [FIGS. 1 and 2] rotatively connected to inner aiko tube 4, which is secured to seat support 5 (holding seat 5b) indirectly securing inner aiko tube 4 to hull 1. Outer aiko structure 6 is part of inner aiko sleeve 3 and attached to amavon (combination of “ama” traditional float, and “elevon” the trailing edge of a delta wing that controls lift and roll) 7. As inner aiko sleeve 3 is actuated by hand grip 8, it rotates thus rotating amavon 7, and forcing down into water sweeper 9. Coordinated in with handgrip 8 is tiller rod, remote control cable, or hydraulic line or the like 10 pushing or pulling on tiller arm 11, and steering the boat with rudder 12. In [FIG. 2], recumbent seat 13 is supported by seat support 5 and pivoting brace arms 14. This assembly is connected to hinged rack 15 with rotator bar 16 which is connected to hull 1 allowing hull to be rotated in the water to beach the boat, clear the weeds out of the lower part of pedal drive 2.

While in the static mode, i.e. while the craft is at rest [FIGS. 1, 2, 3, 4, 7], the floatation from amavon 7 keeps hull 1 from tipping over. During moderate speeds, secondary planning surfaces 17 in [FIGS. 1, 2, 3, 4, 8], create less drag by variably planning during transition speeds between static and cruising or maximum. Secondary planning surfaces 17 in [FIG. 3] are wide so as to maximize lift from planning and are set at angles and multiple “stepped”, so that as the faster they go, the less surface is exposed to the waterline 18. At rest, in [FIG. 4], the craft heels somewhat so amavon 7 buoyantly stabilizes hull 1 while craft leans settled at secondary waterline 18a. when craft is leaning, inner aiko sleeve and inner aiko tube 3 still clear secondary waterline 18a by having outer aiko 6 project upward so as to clear secondary waterline 18a as well as clear moderately choppy wavy water, as well as allowing space for inner aiko tube holddown clamp 19. While balanced, craft levels out over waterline 18. In [FIG. 5], hull 1 is kept in balance by planning sweeper 9.

Moments and Dynamic Forces

The principals of this invention can be explained by Newton's Law “For every action there is an equal and opposite reaction” and moments which are guided by the equation

T=F*r

Where T=torque, F=force, r=lever arm.

In [FIG 6], operator's hand 20 pulls back on hand grip and arm 8, creating force 21 on lever arm 22, and transferring torque through inner aiko sleeve 3 about inner aiko sleeve pivot axis 23, to rotate amavon 7, and push sweeper 9 down against the waterline 18 to plane 24 using force 25 along lever arm 26 against sweeper lifting force and boat righting force (not shown)

Dynamically speaking, in [FIG. 7], the lift from static amavon 7 is created by buoyancy as is when sudden tipping force occurs causing amavon to “crash” into the water 18 like a waterfowl landing from flight. For moderate tipping forces and at greater speeds in [FIG. 7] (providing more lifting forces via planning), the secondary planning stepped surfaces 17 as well as sweepers 9 come into play.

In [FIG. 9], the buoyant force of static amavon, and moderate skimming amavon 25 is large and taken along lever arm the length of aiko 26, support tilted craft 1 which has center of mass 27 and center of buoyancy at buoyant pivot 28 further out of line allowing hull lift force 29 and weight of craft 30 to also be further out of line and create tipping force 31 taken along lever arm 32 to be large but counteracted by amavon buoyant force 25 taken along lever arm 26.

In [FIG. 10] the same forces are in play as those in [FIG 9] but since the angles are not as large when the craft 1 is near balanced and aiko is near parallel to waterline 18. The forces: tipping force 31 b which represents smaller tipping force, and 25 b for the amavon upward force caused now by smaller planning sweeper 9.

Beaching the craft and launching it and handling it in shallow water and cleaning weeds from the propeller 32 and drive 2 (in [FIG. 11]) is accomplished by opening a hinged rack 15 between the aiko frame and the hull 1, and rotating the hull inclusive with the drive unit sideways 34, while the aikos 3 stay relatively horizontal.

In [FIG 12], hinged rack 15 that fixes aiko 3 orientation with hull 1 is locked in place while boat is in operation.

Hinged rack 15 secures seat support 5, seat 13, seat support arms 14 and aiko 3 in an all-connected superstructure. While hull 1 is sideways [FIGS. 11 and 13], pedal drive 2 can be easily accessed and propeller 32 can be cleared of weeds, and boat can be easily hauled ashore or manipulated through shallow water as sideways rotated hull resting on rack hinge 35 and held retracted by locking (not shown) makes the draught less in order to clear shallow bottom or obstacles 36

Docking is possible by means of a vertical axis hinge 37 in [FIGS. 14 and 16] held in closed position by locking (not shown) during operation and folded back 38 in [FIGS. 14 and 15] against the hull 1 for easy access on and off to dock 39 by operator.

In [FIG. 17], a baidarka type bow can be parted and molded by joining a long thin bottom section with a long sharp lower bird beak shape 40 into a separate mid section with anything ranging from a baidarka groove'split, to an early baidarka hollow open bird's mouth with a small foil/strut at the leading edge. Any of these combinations form the center insert can be flattened top if need be 41, then to the long top matching deck piece with spoon like bow 42. Assembly of these parts can be done in a manor commonly known in the art to form a split type baidarka bow with an optional integrated ski shape above.

Alternative Embodiment #1

In [FIG. 18], an alternate embodiment of amavon 7b includes secondary planning surfaces as hydrofoils 17b which allow crashing waves to follow through without as high an impact as if the amavons were the more solid ones of [FIG. 3]. Secondary buoyancy is replaced by lift from the foils, and the sweeper 9 held on by arm 44. Extra needed buoyancy is provided by a bulb 45 near the mounts ([FIGS. 18 and 19]). When secondary planning is necessary, the bottoms of the foils are appropriately stepped 17b in [FIG. 19], that they'll skim as similar to the orientation of [FIG. 3].

Alternative Embodiment #2

[FIG. 20] uses the same components as [FIG. 19] including bulb shaped buoyancy 45, foils 17 b, and sweeper 9, except that it is yet even more porous, especially from the side by ventilated strut 43b.

Alternative Embodiment #3

Large air-lifting foil sections 6b make up outer aiko section to provide potential extra buoyancy and use the same hand grip control 8 to stabilize the craft, especially in a strong headwind. Air flowing under the section would not have to be great as sections 6b would be near the surface 18.

Alternative Embodiment #4

The amavon in this embodiment [FIG. 22] utilizes a traditionally shaped ama 46 in displacement for static and secondary lift and has sweeper 9 integrated into it to be actuated and pivoted similar to amavon in [FIGS. 3 and 6].

Alternative Embodiment #5

A higher axis for inner pivoting aiko sleeve 3b is either on a horizontal axis or a tilted axis 23 b in order to clear higher waves 18 c. This embodiment [FIG. 20] may require different hand grip orientation 8 b. and different clearances for outer aiko structure 6c.

Alternative Embodiment #6

An alternatative embodiment of [FIG. 24] uses crooked up pivoting frame 4 b with movable pivoting frame 3c that clears just above 4 b and is integrated with handgrip 8 and is integrated to outer aiko structures of accommodating dimension and clearance 6 c. This structure is porous and meant to withstand large breaking waves 18 d.

Claims

1. A boat platform or package or system comprising

a long slender displacement hull (Ka'ale) that buoyantly supports itself, the operator, and the gear

wherein very high speeds can be attained at very low drag,

wherein said hull may be so narrow as to not be stable on its own,

a seat and a pedal drive,

a steering means such as a rudder, tiller post, arm operatively connected to either extension rod or

remote cable, hydraulic hose

or the like leading to operators' hand, and hand control(s),

a system of aikos or cross support structure and, combination of amavons or integrated float and planing means to support and stabilize the hull, wherein there could be less drag from the planning functions of the amavon than with traditional amas (outriggers) due to the dynamic skimming creating lift as opposed to friction from constant surface area of traditional amas,

wherein said amavons are rotatively, pivotally connected to said aikos,

wherein said float/amavons each contain planing devices that when skimmed over the water surface at speed provide lift to stabilize the narrow hull, as well as adequate flotation to support hull when craft is not moving

2. The boat platform, package or system of claim 1 wherein said planing means include stepped surfaces.

3. The boat platform, package of 1 wherein there is an actuated planing device of appropriate proportions for the particular speed range that can be applied heavily, lightly, or completely retraced on an as-needed basis.

4. The package of claim 3 wherein the planing means gets actuated by pulling back on lever with handgrip, and rotative torque gets transferred through an outer pivoting sleeve to a small and/or adjustable planing device in order to apply righting force to the boat.

5. The boat platform, package or system of claim 2 wherein said amavons planing surfaces are multiple stepped, and ideally shaped for planing and ideally sized for appropriate range of their speed.

6. The boat platform, package or system of claim 1 wherein it is idealy suited for human power.

7. The boat platform, package or system of claim 1 wherein it is ideally suited for pedal power.

8. The boat platform, package or system of claim 1 wherein it is ideally suited for recumbent cyclists.

9. The boat platform, package or system of claim 1 wherein it is ideally suited for upright cyclists.

10. The boat platform, package or system of claim 1 wherein it is ideally suited for multiple riders.

11. The boat platform, package or system of claim 1 wherein superstructure essentially including seat, aiko structure, pivoting amavons and the like, is connected to hull with a substantially horizontal hinge on one side, locking means on the other allowing hull to be rotated out sideways and wherein an otherwise deep draught propeller, drive, and the like can be side-retracted and wherein propeller and drive can be cleared of weeds, and boat can be beached and/or or operated or secondarily operated in shallow water.

12. The boat platform, package or system of claim 4 wherein the pivot axis of the outer pivoting sleeve while aiming through the center of lift of said planing devices contains live-rotating outer aiko structure extending upward, then out to amavons, then down again to amavon connection points (as is seen in traditional aikos) wherein pivoting aiko structure as well as pivoting axis and support of pivoting sleeve is clear of the water and moderate wave, especially in low speeds while craft is tilted most.

13. The boat platform, package or system of claim 12 wherein rotating sleeve support and axis is particularly high at the base/trunk and wherein axis can be aimed downward from inboard to outboard as easily as having it remain horizontal, and wherein the particularly high axis and rotating sleeve support will allow for large waves to pass beneath and/or break moderately through sleeve and axis.

14. The boat platform, package or system of claim 12 wherein rotating axis is maintained through a crooked up arch-shaped framing means that contains bearing means at base pivot, extends upward, then down again from inboard to outboard to contain second pivot bearing means and wherein rotating sleeve of claim 12 is an arched frame with inner and outer bearing mount hoops, split if need be, and wherein the same general outer aiko structure as in claim 12 continues outboard from this assembly and wherein this assembly has non-material axis and wherein it is porous and will allow for large breaking waves to wash or ventilate through the assembly as opposed to hitting against substantial part of it.

15. The boat platform, package or system of claim 1 that consists of an essentially long and projecting wide craft that is shaped like a plus sign in plan view and wherein there is a vertical hinge in the aiko structure, such structure being fixed in place while craft is in operation, but can be folded back so the craft is shaped like a T in plan view, and wherein the operator can pull up along side a dock and easily enter and exit the craft from and to the dock.

16. The boat platform, package or system of claim 1 wherein the boat is split and parted into two main sections, top and bottom, with a third section parted as a “drop-in” insert for the bow wherein a proven faster performing however severely negative draft double-part bow-form with optional ski above can be made in to a single final hull part by coming in from four directions, none of which have any negative draft.

17. The boat platform, package or system of claim 16 wherein there can be options and ranges of forms, especially with the bow insert ranging from an “open bird's mouth” with a slight strut or foil at the leading edge to a solid insert with a depression on either side, and a range from a large ski to no ski molded at top.

18. The boat platform, package or system of claim 5, except wherein the planing surfaces are the undersides of foils that when crashing through waves, the foils would penetrate the water instead of slap against it, wherein incoming waves would ventilate through as opposed to slapping lerge surfaces, and wherein the amavons would give up lifting forces gradually instead of abruptly when the hull is in a trough of a wave in a hogging condition, but would also contain adequate amounts of buoyancy to perform their function at static mode, and wherein hydrofoils would provide hydrofoil lift in transitional speed ranges.

19. The boat platform, package or system of claim 18, except that amavon is even more porous yet wherein the sides of the amavon constituting a hydrofoil strut are vented or multiply vented wherein all the functions mentioned in claim 18 would still hold, and additionally, side-incoming waves could be ventilated instead of crashing or slapping against side of amavon.

20. The boat platform, package or system of claim 12 wherein the outer aiko structure is large air lifting airfoils wherein actuation of hand grip orients lift from air before actuation of smaller planning devices, wherein air influenced righting moments will have even less drag than water influenced ones, and wherein the large volume lightweight forms will provide for additional buoyancy resources.

21. The boat platform, package or system of claim 1 wherein the amavon is shaped like a traditional ama and functions for mid speed range lift by displacement means and has a the higher performance planning device or sweeper integrated into it that planes in high performance mode