FLYING MARINE VESSEL

Abstract

A flying marine vessel that is configured to perform take-offs and landings on a plurality of alternate surfaces. The vessel includes a hull member being manufactured from a suitable durable material. Secured to the bottom surface of the hull is an outer layer member. The outer layer member is manufactured from a material having impact resistance and a low coefficient of friction. The flying marine vessel has operably coupled to the hull a frame comprised of a plurality of support members. A first embodiment and a second embodiment are provided wherein the wing configuration for each embodiment is unique. A propulsion member configured with a push style propeller provides the necessary power. Proximate the second end of the hull is a rudder assembly wherein the rudder assembly includes support members and two rudder members that are pivotally mounted and operable to steer the flying marine vessel.

Description

FIELD OF THE INVENTION

The present invention relates generally to marine vessels with airborne capabilities, more specifically a marine vessel capable of achieving flight wherein the present invention is configured for short takeoff and landing requirements and further includes a hull configured to facilitate landing on alternate surfaces such as but not limited to snow or ice.

BACKGROUND

Experimental aircraft and flying boats have long been symbols of innovation in aviation, serving as crucial stepping stones toward advancements in aeronautical engineering, defense strategies, and global connectivity. These unconventional aircraft types have played a pivotal role in pushing the boundaries of what is possible in flight, offering unique advantages that continue to shape the future of aviation. Experimental aircraft, often built as prototypes to test new designs, technologies, or materials, offer several distinct advantages. First and foremost, they provide a platform for innovation. By allowing engineers and designers to explore concepts that may not yet be commercially viable, experimental aircraft foster technological advancements that often trickle down to mainstream aviation. For instance, the development of composite materials, advanced avionics, and more efficient propulsion systems have all benefited from experimental programs. Additionally, experimental aircraft are critical for improving safety standards. New technologies, such as collision avoidance systems or improved aerodynamic designs, can be rigorously tested in controlled conditions, identifying potential issues before they are implemented in commercial or military fleets. This process not only enhances safety but also reduces the long-term costs associated with retrofitting or modifying existing aircraft.

Flying boats, which are aircraft designed to take off and land on water, offer their own set of unique advantages. Chief among these is their operational versatility. Unlike traditional aircraft, flying boats can access remote or underdeveloped areas lacking airport infrastructure. This capability is particularly valuable for humanitarian missions, scientific exploration, and connecting isolated communities. Another significant advantage is their potential for maritime patrol and search-and-rescue operations. Flying boats can operate efficiently over vast oceanic expanses, providing critical support in emergencies. During World War II, for example, flying boats were indispensable for anti-submarine warfare, reconnaissance, and rescuing downed aircrew. Flying boats also offer economic benefits in specific contexts. For island nations and regions with extensive coastlines, they reduce the need for costly airport construction and maintenance. Furthermore, their ability to operate from natural waterways can reduce environmental impact compared to land-based aviation infrastructure.

In addition, flying boats possess unique design advantages. Their ability to land on water allows for softer, more controlled landings, reducing wear and tear on the airframe. This characteristic makes them particularly suited for specialized missions that require frequent takeoffs and landings. The advantages of experimental aircraft and flying boats are not mutually exclusive. In fact, the intersection of these two areas holds great promise for the future of aviation. Experimental flying boats, for instance, could leverage advancements in electric propulsion or autonomous systems to create environmentally friendly solutions for water-based transportation. Similarly, hybrid designs that combine the capabilities of flying boats with cutting-edge aerodynamics could unlock new possibilities in both civilian and military applications. Moreover, as climate change and rising sea levels reshape global priorities, the role of flying boats in disaster response and sustainable transport is likely to grow. Experimental designs will be crucial in addressing these challenges, offering innovative solutions that balance performance, cost, and environmental impact. The advantages of experimental aircraft and flying boats lie in their ability to challenge conventional limits, inspire innovation, and address unique operational needs. While existing airborne nautical vessel can meet some requirements, improvement is needed in areas such as but not limited to ability to land on alternate surfaces such as ice or snow and a shortened takeoff and landing requirement.

Accordingly, there is a need for a flying marine vessel that is configured with alternate elements that provide shorter takeoff and landing requirements as well as the ability to land on various terrains such as but not limited to snow, ice or marsh.

SUMMARY OF THE INVENTION

It is the object of the present invention to provide an airborne capable marine vessel wherein the present invention includes a hull having a zero-degree deadrise.

Another object of the present invention is to provide a flying marine vessel configured to make aqueous landings as well as landings on alternate surfaces wherein the hull has secured thereto an outer layer manufactured from a different material.

A further object of the present invention is to provide an airborne capable marine vessel wherein the steering components of the present invention include rudders aft of the propulsion device that are hingedly movable.

Yet a further object of the present invention is to provide a flying marine vessel configured to make aqueous landings as well as landings on alternate surfaces wherein the present invention utilizes at least two wing configuration embodiments.

Still another object of the present invention is to provide an airborne capable marine vessel wherein one of the wing embodiments employs a flex wing configuration operable to pivotally rotate.

An additional object of the present invention is to provide a flying marine vessel configured to make aqueous landings as well as landings on alternate surfaces wherein the present invention includes a higher power to weight ratio.

Yet a further object of the present invention is to provide an airborne capable marine vessel wherein one embodiment utilizes a canard wing configuration to allow for a larger hull.

To the accomplishment of the above and related objects the present invention may be embodied in the form illustrated in the accompanying drawings. Attention is called to the fact that the drawings are illustrative only. Variations are contemplated as being a part of the present invention, limited only by the scope of the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the present invention may be had by reference to the following Detailed Description and appended claims when taken in conjunction with the accompanying Drawings wherein:

FIG. 1 is a side view of an embodiment of the present invention; and

FIG. 2 is side view of an alternate embodiment of the present invention.

DETAILED DESCRIPTION

Referring now to the drawings submitted herewith, wherein various elements depicted therein are not necessarily drawn to scale and wherein through the views and figures like elements are referenced with identical reference numerals, there is illustrated a flying marine vessel 100 constructed according to the principles of the present invention.

An embodiment of the present invention is discussed herein with reference to the figures submitted herewith. Those skilled in the art will understand that the detailed description herein with respect to these figures is for explanatory purposes and that it is contemplated within the scope of the present invention that alternative embodiments are plausible. By way of example but not by way of limitation, those having skill in the art in light of the present teachings of the present invention will recognize a plurality of alternate and suitable approaches dependent upon the needs of the particular application to implement the functionality of any given detail described herein, beyond that of the particular implementation choices in the embodiment described herein. Various modifications and embodiments are within the scope of the present invention.

It is to be further understood that the present invention is not limited to the particular methodology, materials, uses and applications described herein, as these may vary. Furthermore, it is also to be understood that the terminology used herein is used for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present invention. It must be noted that as used herein and in the claims, the singular forms “a”, “an” and “the” include the plural reference unless the context clearly dictates otherwise. Thus, for example, a reference to “an element” is a reference to one or more elements and includes equivalents thereof known to those skilled in the art. All conjunctions used are to be understood in the most inclusive sense possible. Thus, the word “or” should be understood as having the definition of a logical “or” rather than that of a logical “exclusive or” unless the context clearly necessitates otherwise. Structures described herein are to be understood also to refer to functional equivalents of such structures. Language that may be construed to express approximation should be so understood unless the context clearly dictates otherwise.

References to “one embodiment”, “an embodiment”, “exemplary embodiments”, and the like may indicate that the embodiment(s) of the invention so described may include a particular feature, structure or characteristic, but not every embodiment necessarily includes the particular feature, structure or characteristic.

Referring in particular to the Figures submitted herewith, the flying marine vessel 100 is an all season use aircraft which combines the multi-surface traveling capabilities of an airboat with the flying capabilities of a fixed wing or flex-wing aircraft, without the need to choose or change its landing gear. The flying marine vessel 100 can operate from all types of surfaces including clear water bodies, shallow marshes, grass, ice, slush or snow of any depth without the need to ever reconfigure or change its landing gear. The flying marine vessel 100 can fulfill most of the missions currently reserved for helicopters fitted with floats, and even some that helicopters can't, all at a very small fraction of the purchase price and cost of operation. When equipped with a retractable wheel landing gear system, the flying marine vessel 100 could execute landings and take-offs on pavement, gravel or hard dirt operation. Conventional seaplanes and float planes have used a step built into the hull or floats to facilitate the ability for the aircraft to “pitch-up” and achieve takeoff. The step in these conventional seaplanes is usually placed just aft of the center of gravity, acting as a pivot point, enabling the aircraft to rotate along its lateral axis to lift the nose off the surface. When the aircraft gains enough speed to plane on the water, the pilot inputs up-elevator, which pushes down on the aircraft's tail, the aircraft pivots on its step which raises the nose, and the airplane takes off. If the conventional seaplane had a flat-bottom hull with no step or pivot point, pushing down on the aircraft's tail would produce no lift on the aircraft's nose and it could not achieve takeoff. The flying marine vessel 100 has eliminated the need for a step in both embodiments discussed further herein. Contrary to the traditional float plane or seaplane which pushes down on its tail to pitch the nose up, the first embodiment of the flying marine vessel 100 uses a front-mounted canard stabilator wing to control pitch along the lateral axis. The canard wing member discussed herein lifts the nose of the flying marine vessel 100 out of the water which is opposite of a conventional seaplane that pushes a tailplane downwards. By directly lifting the nose of the flying marine vessel 100 instead of pushing down on the tail, there is no need for a pivot point to raise the nose of the flying marine vessel 100. Once the flying marine vessel 100 has reached sufficient speed, the rotating canard wing member can lift the flying marine vessel 100 nose resulting in the main wing producing enough lift for the flying marine vessel 100 to take-off. During lift-off, the flat-bottom hull assists the main wing to lift the aircraft out of the water, acting as a wing in ground effect. The second embodiment of the flying marine vessel 100 that is discussed herein utilizes a flex wing member. The flex wing member eliminates the need for a stepped hull as the flex wing member is rotatably mounted to the airframe so as to provide the lifting surface full motion required to achieve take-off.

Referring to FIG. 2 submitted as a part hereof, the flying marine vessel 100 is illustrated therein in its first embodiment. The flying marine vessel 100 includes hull 10 wherein the hull 10 in a preferred embodiment is manufactured from a durable inflatable material such as but not limited to chlorosulfonated polyethylene synthetic rubber. It should be understood within the scope of the present invention that the hull 10 could be provided in alternate lengths and widths and manufactured from alternate materials such as but not limited to aluminum. The hull 10 has a first end 11 and a second end 12. Secured to the bottom surface of the hull 10 utilizing suitable durable techniques is outer layer member 14. The outer layer member 14 extends the length of the hull 10 from the first end 11 to the second end 12. The outer layer member 14 further extends across the full width of the hull 10. The outer layer member 14 has a bottom surface 15 that is flat and planar in configuration. In a preferred embodiment of the present invention the outer later member 14 is manufactured from an ultra-high molecular weight polyethylene. The aforementioned material has a very low coefficient of friction and is resistance to abrasions and impact. The flying marine vessel 100 in use is utilized to land on a variety of terrain and as such the ultra-high molecular weight polyethylene utilized to construct the outer layer member 14 is preferred. It should be understood within the scope of the present invention that the outer layer member 14 could be manufactured from alternate suitable materials and could be operably coupled to the hull 10 in alternate manners and be positioned thereon in different manners such as but not limited to extending partially around the sides or ends thereof.

Operably coupled to the hull 10 is frame 20. Frame 20 provides structural support for the main wing member 50 and canard wing member 40 as well as propulsion member 55. The frame 20 includes a plurality of support members 22 wherein the support members 22 are operably coupled utilizing suitable durable techniques. The support members 22 are secured at various angles to provide the necessary structural rigidity to withstand the forces applied thereto during use of the flying marine vessel 100. It is contemplated within the scope of the present invention that the support members 22 are manufactured from a suitable durable material such as but not limited to aluminum. It should be understood within the scope of the present invention that the support members 22 could be arranged and secured in various manners in order to achieve the desired objective herein.

Rotatably secured to the front portion of the frame 20 is canard wing member 40. The canard wing member 40 is rotatable along axis 41 and is operably coupled to controls 5. The canard wing member 40 provides the ability to lift the first end 11 of the hull 10 during take-off procedures and also provides stability and control along the pitch axis of the aircraft during flight. During take-off, ensuing reaching appropriate speeds, the canard wing member 40 is rotatably moved in a counterclockwise direction in order to present the bottom surface 42 towards the airflow and provide lift to the first end 11. It is contemplated within the present invention that the canard wing member 40 could be provided in alternate sizes and be rotatably mounted employing various suitable mechanical elements. The flying marine vessel 100 includes a main wing member 50 that is operably coupled to the frame 20 wherein the main wing member 50 is a conventional aircraft wing constructed of suitable durable materials and is provided in a size to achieve the desired objectives of the flying marine vessel 100.

Propulsion member 55 is secured to the frame 20 and is operably coupled to controls 5. The propulsion member 55 is a push style propulsion utilizing a propellor 56. It should be understood within the scope of the present invention that the propulsion member 55 employs a conventional internal combustion engine. It is further contemplated within the scope of the present invention that the propulsion member 55 could be electric or turbine powered. Secured to the hull 10 proximate the second end 12 is the rudder assembly 60. The rudder assembly 60 is operably coupled to rudder controls 4 and is utilized to provide steerage of the flying marine vessel 100. It should be understood that while rudder controls 4 are only illustrated in the embodiment in FIG. 2, both embodiments employ conventional rudder controls, which are pedals to provide steerage of the flying marine vessel 100. The rudder assembly 60 includes rudder members 61 that are pivotally mounted to rudder support members 62 utilizing suitable durable techniques. It should be understood that there are two rudder members 61 mounted parallel to each other having a void therebetween as the view herein from the side occludes visibility thereof. The rudder members 61 are flat and planar in manner manufactured from a suitable lightweight rigid material. While the preferred embodiment utilizes two rudder members 61, it is contemplated within the scope of the present invention that one rudder member 61 could be utilized.

Referring now to FIG. 1 submitted herewith, a second embodiment of the flying marine vessel 100 is illustrated therein. The second embodiment includes most of the same elements as the first embodiment having a hull 10, frame 20, propulsion member 55 and rudder assembly 60 and the associated components thereof. The second embodiment of the flying marine vessel 100 includes flex wing member 70 that is movably coupled to frame 20 utilizing suitable durable techniques. Flex wing member 70 is triangular in shape and is manufactured from suitable durable materials. It should be understood within the scope of the present invention that the flex wing member 70 could be provided in alternate sizes in order to achieve the desired objective discussed herein. The flex wing member 70 has operably coupled thereto a control frame member 80 which extends downward from the flex wing member 70. The control frame member 80 is comprised of a plurality of control frame support members 82 and a lower control frame support member 84 that are operably coupled utilizing suitable techniques. The control frame support members 82 and lower control frame support member 84 are manufactured from a suitable lightweight rigid material. The lower control frame support member 84 is horizontal in orientation and provides a user an element to engage and manipulate the control frame member 80 so as to adjust the position of the flex wing member 70. Manipulation of the control frame member 80 alters the attitude of the flex wing member 70 providing control of the flying marine vessel 100 during take-off and flight. As with the first embodiment, the second embodiment of the flying marine vessel 100 can be provided in alternate sizes.

In the preceding detailed description, reference has been made to the accompanying drawings that form a part hereof, and in which are shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments, and certain variants thereof, have been described in sufficient detail to enable those skilled in the art to practice the invention. It is to be understood that other suitable embodiments may be utilized and that logical changes may be made without departing from the spirit or scope of the invention. The description may omit certain information known to those skilled in the art. The preceding detailed description is, therefore, not intended to be limited to the specific forms set forth herein, but on the contrary, it is intended to cover such alternatives, modifications, and equivalents, as can be reasonably included within the spirit and scope of the appended claims.

Claims

1. A flying marine vessel capable of traversing across numerous alternate surface types wherein the flying marine vessel comprises:

a hull, said hull having a first end and a second end, said hull having a bottom surface, said hull having a first lateral edge and a second lateral edge establishing a width thereof, said hull being configured to carry at least one individual, said hull being manufactured from a first material;

an outer layer member, said outer layer member being secured to said bottom surface of said hull, said outer layer member extending between said first end and said second end of said hull and further having a width equivalent to that of said hull, said outer layer member being flat and planar in manner, said outer layer member being manufactured from a second material;

a frame, said frame being comprised of a plurality of support members, said frame having a first portion and a second portion, said frame having a main wing member operably coupled thereto, said main wing member being proximate said second portion of said frame, said frame having a canard wing member operably coupled thereto, said canard wing member being mounted to said frame member proximate said front portion;

a rudder assembly, said rudder assembly being mounted to said hull proximate said second end thereof; and

a propulsion member, said propulsion member having a propeller, said propulsion member configured to provide movement of the flying marine vessel.

2. The flying marine vessel capable of traversing across numerous alternate surface types as recited in claim 1, wherein said canard wing member is rotatably coupled to said frame member.

3. The flying marine vessel capable of traversing across numerous alternate surface types as recited in claim 2, wherein said rudder assembly further includes at least one rudder member, said at least one rudder member being parallel having a void therebetween, said at least one rudder member being vertical in orientation.

4. The flying marine vessel capable of traversing across numerous alternate surface types as recited in claim 3, and further including a controller, said controller being operably coupled to said canard wing member providing control of movement thereof.

5. The flying marine vessel capable of traversing across numerous alternate surface types as recited in claim 4, wherein said outer layer member has a zero-degree deadrise.

6. The flying marine vessel capable of traversing across numerous alternate surface types as recited in claim 5, wherein said rudder assembly further includes rudder support members, said rudder support members being integrally formed at an angular orientation, said at least one rudder member being pivotally mounted to said rudder support members.

7. A flying marine vessel capable of traversing across numerous alternate surface types wherein the flying marine vessel comprises:

a hull, said hull having a first end and a second end, said hull having a bottom surface, said hull having a first lateral edge and a second lateral edge establishing a width thereof, said hull being configured to carry at least one individual, said hull being manufactured from a first material;

an outer layer member, said outer layer member being secured to said bottom surface of said hull, said outer layer member extending between said first end and said second end of said hull and further having a width equivalent to that of said hull, said outer layer member being flat and planar in manner, said outer layer member being manufactured from a second material;

a frame, said frame being comprised of a plurality of support members;

a control frame member, said control frame member being operably coupled to said frame, said control frame member being comprised of a plurality of control frame support members, said control frame member being movable with respect to said frame, said control frame member having a flex wing member operably coupled thereto, wherein said control frame member is operable to manipulate the position of said flex wing member;

a rudder assembly, said rudder assembly being mounted to said hull proximate said second end thereof; and

a propulsion member, said propulsion member having a propeller, said propulsion member configured to provide movement of the flying marine vessel.

8. The flying marine vessel capable of traversing across numerous alternate surface types as recited in claim 7, wherein said second material is ultra-high molecular weight polyethylene.

9. The flying marine vessel capable of traversing across numerous alternate surface types as recited in claim 8, wherein said first material is chlorosulfonated polyethylene synthetic rubber.

10. The flying marine vessel capable of traversing across numerous alternate surface types as recited in claim 9, wherein said rudder assembly further includes a at least one rudder member, said at least one rudder member being parallel having a void therebetween, said at least one rudder member being vertical in orientation.