A ground effect craft having a ground effect wing, a plurality of sponsons, and a control system is disclosed. The ground effect wing may include a fore ground effect wing and an aft ground effect wing. The ground effect wing may generate a stabilizing moment on at least one sponson to stabilize the ground effect craft. The plurality of sponsons may be dynamically coupled to the body. The plurality of sponsons may be dynamically coupled to each other. The dynamic coupling may permit the sponsons to move relatively independent of the body and each other, thereby stabilizing the ground effect craft. The ground effect craft may include a stabilizing wing.

A ground effect craft having a ground effect wing, a plurality of sponsons, and a control system is disclosed. The ground effect wing may include a fore ground effect wing and an aft ground effect wing. The ground effect wing may generate a stabilizing moment on at least one sponson to stabilize the ground effect craft. The plurality of sponsons may be dynamically coupled to the body. The plurality of sponsons may be dynamically coupled to each other. The dynamic coupling may permit the sponsons to move relatively independent of the body and each other, thereby stabilizing the ground effect craft. The ground effect craft may include a stabilizing wing.

Provided herein is a taxiing system for for steering an amphibious aircraft on a body of water. The system has a pair of thrusters that are deployed after landing on the water to taxi the amphibious the aircraft prior to docking and to unloading and are retractable to taxi the amphibious aircraft prior to take-off. Also provided is a docking device to dock the amphibious aircraft to a mooring buoy. In addition provided herein is a system for maneuvering an amphibious aircraft during taxiing and docking on water that integrates the taxiing system with the docking device.

An unmanned aerial vehicle (UAV) for a remote oceanic environment includes a float system, at least one electric motor, and a seawater battery. The float system allows the UAV to maintain buoyancy on a body of water. The electric motor or motors produce the required lift for the UAV to achieve and maintain flight. The flight includes the UAV landing on the body of water and takeoff from the body of water. The seawater battery directly or indirectly powers the electric motor or motors using seawater from the body of water while the UAV is floating on the body of water.

A ground effect craft having a ground effect wing, a plurality of sponsons, and a control system is disclosed. The ground effect wing may include a fore ground effect wing and an aft ground effect wing. The ground effect wing may generate a stabilizing moment on at least one sponson to stabilize the ground effect craft. The plurality of sponsons may be dynamically coupled to the body. The plurality of sponsons may be dynamically coupled to each other. The dynamic coupling may permit the sponsons to move relatively independent of the body and each other, thereby stabilizing the ground effect craft. The ground effect craft may include a stabilizing wing.

The present disclosure relates to a secondary airfoil apparatus, system and method for improving lift, takeoff, landing and aerodynamic performance of a floatplane. The secondary airfoil is itself of sufficient structural rigidity to withstand any and all forces added by the airfoil during floatplane operation, and is fixedly attached between the floats of the floatplane. The secondary airfoil can be arranged at an optimal angle of incidence and vertical lift position relative to the primary airfoil, or wing of the aircraft, and relative to the floats center of gravity and drag for optimal maneuverability of the floatplane.

Exemplary inventive practice improves the taxiing dynamics of a seaplane by propulsively imparting roll moments so as to continually encourage levelness of the two wings, thereby maintaining both wings completely above (out of) the water. Two matching motor-driven propellers are correspondingly positioned at or near the wingtips. A computer receives sensory motion inputs and transmits sequential commands that continually adjust the respective propulsive forces of the wingtip propellers by effecting equal and opposite changes in their respective rotational speeds. An increase in one wingtip propeller's rotational speed is concomitant a decrease in the other wingtip propeller's rotational speed, wherein the increase and the decrease are of the same magnitude. The seaplane rolls upward on the wing whose wingtip propeller is increasing in rotational speed. Control of the seaplane's rolling motion is thus enabled by a sustained propulsive equilibrium between the two wingtip propellers.

Disclosed are various embodiments for reducing or eliminating the nose-down pitching moment during water landings of amphibious aircraft when the landing gear is in the down position. Shielding struts forward of the wheels generate hydrodynamic lift and reduce hydrodynamic drag in order to alter the pitching moment about the aircraft center of mass.

A configuration and system for rendering an aircraft spin resistant is disclosed. Resistance of the aircraft to spinning is accomplished by constraining a stall cell to a wing region adjacent to the fuselage and distant from the wing tip. Wing features that facilitate this constraint include but are not limited to one or more cuffs, stall strips, vortex generators, wing twists, wing sweeps and horizontal stabilizers. Alone or in combination, aircraft configuration features embodied by the present invention render the aircraft spin resistant by constraining the stall cell, which allows control surfaces of the aircraft to remain operational to control the aircraft.

A multi-hull seaplane configured to eliminate most porpoising modes (only the low angle planing remains) by separating the forward and aft hulls and staggering them transversely so as the water flow from the forward hulls does not strike the rear hulls at planing speeds thereby eliminating afterbody induced porpoising. The forward and aft hulls are offset laterally with possible vertical offset and longitudinally to maintain lateral and longitudinal stability over all speed regimes.