Multi-hull seaplane

Abstract

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.

Claims

1. A multi-hull seaplane comprising: a body housing a payload, the payload comprising at least one fuselage, at least one wing, and control surfaces; a power plant which is coupled to the fuselage or wing; and a combination of at least three hulls, wherein the combination provides a static and dynamic buoyancy, further wherein each said hull provides one of a separate forward or a separate aft buoyancy and are directly attached to the fuselage, further wherein the separate forward or the separate aft buoyancies are separately spaced, further wherein at least one of said hulls which provides the separate forward buoyancy is a forward supporting surface and a hydroplaning surface that extends from a front of the seaplane and terminates just aft and adjacent of a center of gravity of the seaplane, further wherein any said hull which provides the separate aft buoyancy is an aft supporting surface and at a lesser depth below a displacement waterline than each forward supporting surface, and further wherein no forward supporting surface is in-line longitudinally with any aft supporting surface.

2. The multi-hull seaplane of claim 1, wherein the forward supporting surface is a planing surface.

3. A method of utilizing the multi-hull seaplane of claim 1, the method comprising: transitioning through a water displacement phase; transitioning through water planing phase; and becoming airborne.

4. A method of utilizing the multi-hull seaplane of claim 1, the method comprising: decelerating to a landing speed; contacting a liquid surface with the hull; contacting the liquid surface with the front hulls; and decelerating to a stop on the liquid surface.

5. The multi-hull seaplane of claim 1, wherein the body or hulls further comprises retractable landing gear which is configured to enable the seaplane to operate on land.

6. The multi-hull seaplane of claim 1, wherein with a sufficient velocity, the seaplane is configured to plane on the forward supporting surface or aft supporting surface.

7. The multi-hull seaplane of claim 1, wherein the seaplane is configured to eliminate a forebody-afterbody and step instability by prohibiting water flow off of a step from striking the afterbody.

8. The multi-hull seaplane of claim 1, wherein, the seaplane allows for a first attitude at rest and a second attitude in motion.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) A clear understanding of the key features of the invention summarized above may be had by reference to the appended drawings, which illustrate the method and system of the invention, although it will be understood that such drawings depict preferred embodiments of the invention and, therefore, are not to be considered as limiting its scope with regard to other embodiments which the invention is capable of contemplating. Accordingly:

(2) FIG. 1 is a perspective view of an amphibious aircraft having lateral and longitudinal stability systems according to one embodiment of the present invention;

(3) FIG. 2 is a side view of an amphibious aircraft embodiment illustrating the outboard hulls which are forward of the center hull and center of gravity. Also depicted are the waterlines for a stationary (slow moving) hull and a waterline for a dynamic hull; when in motion (aft longitudinal force increased);

(4) FIG. 3 is a front view of an amphibious aircraft embodiment illustrating the outboard hulls. Also depicted are the hulls which are part of the same structure, not cantilevered, with no afterbody

(5) FIG. 4 is diagram of the multi-hull watercraft embodiment illustrating the watercrafts operating modes, the speed ranges and trim angles for each operating mode showing how much resistance the multi-hull watercraft generates as speed increases through the speed regime from the Displacement Mode, through the Transition Mode, passed the hump region though the Planing Mode;

(6) FIG. 5 is a cross-section of a multi-hull seaplane embodiment illustrating outboard hulls which are forward of the hull. The cross section is shown at a DISPLACEMENT water line for a stationary hull;

(7) FIG. 5A is a side view of a multi-hull seaplane embodiment illustrating the weight of the seaplane is counteracted by the forward and aft hulls providing longitudinal and lateral stability in the DISPLACEMENT mode;

(8) FIG. 6 is a cross-section view, taken at or slightly below the water-line of a multi-hull seaplane embodiment illustrating the dynamics hull while PLOWING;

(9) FIG. 7 is a cross-section view, taken at or slightly below the water-line of a multi-hull seaplane embodiment illustrating the dynamics hull while PLOWING;

(10) FIG. 8 is a cross-section view, taken at or slightly below the water-line of a multi-hull seaplane embodiment illustrating the water contact area of the forward hulls while PLANING;

(11) FIG. 8A is a cross-section view, of FIG. 8, illustrating the water flow while PLANING;

(12) FIG. 8B is a side view of a multi-hull seaplane embodiment illustrating the dynamics of the forces in the PLANING mode;

(13) FIG. 9 is a side view of a multi-hull seaplane embodiment illustrating landing gear extended;

(14) FIG. 10 is a seaplane (FLOAT PLANE) that consists of an aircraft with cantilevered floats attached;

(15) FIG. 10A is a side view of a seaplane (FLOAT PLANE) illustrating the weight of the seaplane is counteracted by the forward and aft hulls providing longitudinal and lateral stability in the DISPLACEMENT mode;

(16) FIG. 10B is a side view of a seaplane (FLOAT PLANE) illustrating the dynamics of the forces in the PLANING mode;

(17) FIG. 11 is a seaplane with a center hull with hull mounted sponsons;

(18) FIG. 11A is a seaplane with a center hull with hull mounted sponsons illustrating the weight of the seaplane is counteracted by the forward and aft hulls providing longitudinal and lateral stability in the DISPLACEMENT mode;

(19) FIG. 11B is a seaplane with a center hull with hull mounted sponsons illustrating the dynamics of the forces in the PLANING mode and the area of concern that may preclude Roach impact and/or porpoising;

(20) FIG. 12 is a seaplane with a single main float and wing floats;

(21) FIG. 13 is a twin hulled seaplane;

(22) FIG. 13A is a twin hulled seaplane illustrating the weight of the seaplane is counteracted by the forward and aft hulls providing longitudinal and lateral stability in the DISPLACEMENT mode;

(23) FIG. 13B is a twin hulled seaplane illustrating the dynamics of the forces in the PLANING mode and the area of concern that may preclude Roach impact and/or porpoising;

(24) FIG. 14 is a seaplane on beaching gear;

(25) FIG. 15A is a three hull multi-hull arrangement with more hulls located forward than aft as per invention;

(26) FIG. 15B is a three hull multi-hull arrangement with more hulls located aft than forward;

(27) FIG. 15C is a four hull multi-hull arrangement with two aft hulls located inboard of the two forward hulls;

(28) FIG. 15D is a four hull multi-hull arrangement with two aft hulls located outboard of the two forward hulls;

(29) FIG. 15E is a five hull multi-hull arrangement with more hulls located forward than aft;

(30) FIG. 15F is a seven hull multi-hull arrangement with more hulls located forward than aft;

DETAILED DESCRIPTION

(31) The following detailed description of the invention is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any theory presented in the preceding background of the invention or the following detailed description of the invention.

(32) Porpoising instability has been divided into three basic types, (a) forebody, (b) forebody-afterbody, (c) step instability.

(33) The first type of porpoising instability occurs during planing on the forebody only when the attitude decreases below a critical value. It is associated with a positive water pressure distribution over the forebody near the step; there is no flow on the afterbody. The instability corresponds theoretically to that of a single planing surface.

(34) The second type of porpoising instability occurs during planing on the front and rear steps whenever the attitude exceeds a critical value. It is associated with a positive water pressure distribution over the forebody and afterbody in the region of the steps only. There is no flow on the first 70 to 80 percent of the afterbody. This porpoising corresponds to the theoretical case of two planing surfaces in tandem.

(35) The third type of porpoising instability occurs when the water flow is not separated efficiently from the hull bottom at the main step. Large negative pressures alternate with positive pressures on the whole afterbody, the combination causing violent instability, from: ARC/R&M-2852, A Review of Porpoising Instability of Seaplanes, February, 1944, A. G. Smith, and H. G. White, which is herein incorporated by reference in its entirety.

(36) The embodiments cited in the present disclosure eliminate type (b) forebody-afterbody and (c) step instability by prohibiting the water flow off of the step from striking the afterbody. These two types are collectively known as LOW SPEED INSTABILITY while type (a) forebody is known as high speed instability since it typically occurs at high speed and low trim angles. This type of instability is present for all planing craft, boats, seaplanes, etc. but aircraft can easily overcome this instability with aerodynamic control power.

(37) A watercraft operating on the water needs to maintain longitudinal and lateral stability while varying speed and attitude. For seaplanes, the Federal Aviation Administration (FAA) defines four speeds of operation: (1) DISPLACEMENT or idling (2) PLOWING, (3) PLANING and (4) TAKEOFF.

(38) Idling or DISPLACEMENTthe buoyancy of the items supporting buoyancy, such as floats, sponsons, hull, etc. supports the entire weight of the seaplane and it remains in an attitude similar to being at rest on the water. The static and low speed lateral and longitudinal stability is obtained by the hull and floats creating buoyant lift around the center of gravity (CG).

(39) PLOWINGat low speeds up to planing, the forward motion creates a bow wave causing the seaplane to pitch up and climb the wave. This climbing the bow wave lasts through hump speedthe hump refers to the greatest drag that occurs just prior to planing, i.e. climbing the bow wave and corresponds to a Froude number=1. This resistance typically reaches its peak just before the floats are placed into a planing attitude.

(40) In the PLANING position, most of the seaplane's weight is supported by hydrodynamic lift rather than the buoyancy of the floats. Dynamic instability is present and this phase lasts until takeoff. Operations in this phase for taxiing are common as the drag is lower than hump and the higher speed expedites covering distance over the water.

(41) TAKEOFF, sufficient speed is obtained for the wing lift to fly the seaplane off the water.

(42) For a single hull boats, twin hulls or planes with floats, these hulls have steps located near or just aft of the center of gravity allowing for rotation on takeoff and landing. Rotation allows increasing the wing's angle of attack, thereby increasing lift allowing takeoff or reducing landing speed and also reducing water impact loads.

(43) All watercraft develop a suction force as the finite length of the hull or floats creates a depression in the water creating a Venturi effect. At forward speeds, this Venturi creates a suction force that is most evident in very calm water. Seaplanes typically have extended takeoff distances in very calm water and refer to having to break the suction to takeoff. For an aircraft, this suction needs to be overcome so that the aircraft can depart from the water safely.

(44) The step in the hull or float positioned at or just aft of the CG provides a water separation point and allows the aircraft to rotate about the CG for takeoff and landing. This distinctive step enables the hull and floats to cleanly break free of the water's surface at take-off

(45) This step is a performance reducer, since it creates aero-dynamic drag. It also causes destabilizing forces in typical flying boat and floatplane designs since the water flow off the step can impinge on the after hull causing variable pitching moments, the classic porpoising.

(46) A multi-hull system of the present disclosure provides the lateral stability with either forward or aft hulls/floats laterally separated from the centerline. Longitudinal stability for floating and low speeds is provided by having forward and aft hulls spaced from the center of gravity.

(47) The multi-hull system provides longitudinal stability from static waterline trim through maximum displacement speed (as constrained by the Froude number). As the multi-hull system approaches the Froude number speed of 1, the forebody begins to lift the airframe to progressively lower dynamic waterlines (i.e. more of the airframe is higher above the water surface).

(48) This multi-hull system allows for an attitude at rest and another attitude in motion.

(49) To operate on water a seaplane must displace a weight in water equal to its weight in stationary and low speed operation, i.e. it must float. Movement in the water creates lift. A properly shaped hull uses the dynamic pressure of the water to create lift that increases with speed. At zero and low speeds, most lift is hydrostatic (buoyancy). As speed increases, hydrostatic and hydrodynamic forces blend to create lift. At planing speeds most of the lift is hydrodynamic. A seaplane's wings create aerodynamic lift that increases with speed. At takeoff, the aerodynamic lift equals the weight and the seaplane can fly.

(50) A planing hull uses hydrodynamic lift to rise up and out of the water to reduce resistance. In order to plane, the hull must achieve an appropriate angle of incidence to the water flow, trimming up by the bow to generate lift.

(51) This is a similar lift principle that an aircraft use to get aloft. As the generated lift approaches the weight of the boat, the hull rises from the water and starts to plane.

(52) The speed-power curve (FIG. 4) shows how much resistance a boat generates as speed increase. As the boat's speed increases in displacement mode, the bow trims up and the stern squats. At a speed roughly equal to 1.5 times a square root function of the waterline length, if the hull is designed to plane, it will move into a transitional region where it is neither planing nor operating in the displacement condition. In this semi planing or hump region, the boat will have pronounced bow-up trim. When it breaks through the hump to a true plane (thanks to hydrodynamic forces), its speed increases and trim levels out. This occurs at roughly 2.5 times a square root function of the waterline length.

(53) Hull drag is a function of wetted surface. Hull drag can be reduced by lifting more of the hull out of the water (thereby reducing wetted surface).

(54) A system for enhanced stability of an amphibious aircraft is hereafter disclosed; it includes a buoyancy system laterally and longitudinally displaced to provide for static and dynamic stability while avoiding two unstable porpoising modes.

(55) Different approaches are used in the design of a hull of an amphibian (water and land) aircraft or seaplane (water only) along with boats. These include Twin Floats, flat hulls, shallow V hulls, multi shaped hulls (M shapes, scalloped, etc.), Single Deep-V hulls, Twin-Hulls, tri-hulls, multi-hulls all with or without sponsons for lateral stability.

(56) An integral floatation device, typically the hull with added sponsons or wing mounted floats, adds volume and area that impedes aircraft performance typically reducing speed. A typical design feature of a hull, sponsons and wing mounted floats are aft facing steps; this additionally impedes performance by the additional drag it creates during flight.

(57) In some embodiments, the outer hulls provide lateral stability and longitudinal stability with or without conjunction with the hull.

(58) Planing verses displacement: There are various trade-offs to consider. Movement in the water by displacement may impede some takeoff ability, adding a step for better water performance allowing rotation, so the vehicle can plane will impede performance in the air. Restated, while displacement may impede some takeoff ability, adding a step for better water performance will impede performance in the air. The aircraft should also be shaped to minimize the drag in the air as well as in the water.

(59) The present disclosure fulfills a need to provide a seaplane or amphibious aircraft design that provides a multi-hull approach that enables efficient separation of the aircraft from the water without impeding performance by adding a device such as cantilevered floats or an afterbody after a step.

(60) Cantilevered floats provide latitude control at lower speeds. These floats also provide longitudinal stability due to their length. This keeps the aircraft out of the water but results in high aerodynamic drag out of the water.

(61) FIG. 1 is a perspective view of an amphibious aircraft having lateral and longitudinal stability systems according to one embodiment of the present invention. Depicted is an aircraft 10, comprising of a fuselage that houses a cabin area 116, wing 115, control surfaces such as a tail 118 and a power plant 117.

(62) Depicted are the front hulls, with no afterbody, which are coupled to the body(s) configured to provide forward buoyancy; forward hulls 101, forward hull leading edges 104, forward hull trailing edges 103, and step 130.

(63) Depicted is the aft center hull 102, with no afterbody, which is coupled to the body, wherein the aft hull is configured to provide aft buoyancy, further wherein the hull is positioned further aft of the front hulls, along with the center hull leading edge 112 and hull trailing edge or sternpost 113.

(64) FIG. 2 is a side view of an amphibious aircraft embodiment illustrating the outboard hulls which are forward of the center hull and center of gravity 30.

(65) Depicted is an aircraft 10, a left hull 101, left hull leading edge 104, left hull trailing edge 103, main step 130, center hull 102, center hull leading edge 112, center hull trailing edge or sternpost 113, wing 115, cabin area 116, power plant 117, tail 118, and body 301. The front hulls extend from the front of the seaplane and end at or just aft of the CG location.

(66) Depicted are the waterlines for the hull at the four speeds of operation and the ground line when the aircraft is on land. The DISPLACEMENT waterline 200 depicts the waterline when at rest. The PLOWING waterline 203 depicts the waterline at low speeds up to planing. The PLANING waterline 202 depicts the waterline when of the seaplane's weight is supported by hydrodynamic lift. Waterline 201 represents a nose down moment showing how the added buoyancy from the center hull, typically above waterline can keep the seaplane from nosing over. This can be caused by trying to slow down abruptly, impacting a large wave or a nose down landing attitude. The ground line 204 depicts the ground line when landing gear 501 is extended.

(67) FIG. 3 is a front view of an amphibious aircraft 10 embodiment illustrating the symmetric outboard hulls, wherein the forward hulls 101 are displaced laterally, offset from the centerline from the center of gravity 30, to provide lateral stability of the watercraft floating at zero velocity (hydrostatic); known as the DISPLACEMENT mode showing the displacement mode waterline 200 through forward movement at higher speeds (hydrodynamic) conditions such as the PLANING mode, indicating the planing mode waterline 202. The leading edge of the center hull 102 may extend further forward than the leading edges of the forward main hulls 101 wherein the center hull center of buoyancy 32 is aft of the watercrafts center of gravity 30.

(68) The DISPLACEMENT waterline 200 depicts the waterline when at rest. The hull can be above or below this line dependent on design parameters laterally and longitudinally and the weight required for displacement.

(69) The PLANING waterline 202 depicts the waterline when PLANING, also depicting the center hull 102 above the waterline.

(70) FIG. 4 shows the speed-power curve showing how much resistance the multi-hull seaplane generates as speed increases. As the multi-hull seaplane speed increases, in displacement mode, the bow trims up and the stern squats. At a speed roughly equal to 1.5 times a square root function of the waterline length, it will move into a transitional region where it is neither planing nor operating in the displacement condition. In this semi-planing or hump region, the watercraft will have pronounced bow-up trim. When it breaks through the hump to a true plane (thanks to hydrodynamic forces), its speed increases and trim levels out. This occurs at a speed roughly equal to roughly 2.5 times a square root function of the waterline length.

(71) Common nomenclature defines three speeds (MODES) of operation: (1) DISPLACEMENT, at rest or idling (2) TRANSITION, plowing, semi-displacement or pre-planing and (3) PLANING.

(72) At rest, the multi-hull seaplane is supported by buoyancy. The static water pressure surrounding the hull holds it in place, supporting the entire weight of the craft. This hydrostatic state is completely a function of the hull's volumetric shape.

(73) In this DISPLACEMENT MODE (at rest, idling), the multi-hull seaplane remains in an attitude similar to being at rest on the water. The static and low speed lateral and longitudinal stability is achieved by the hull creating buoyant lift around the center of gravity.

(74) When a multi-hull seaplane begins to move, it forces water around and under the hull(s) and it is no longer in a hydrostatic state. It is now in hydrodynamic motion. As the multi-hull seaplane moves at low speeds, the water typically follows flow lines that return more-or-less to their original position behind the hull. This is traditionally called the displacement hull mode.

(75) For planing hull types, the DISPLACEMENT MODE is up to a speed of 1.5{square root over (LWL)} where LWL=Waterline Length (defined as the length of the watercrafts hull, from center fore to center aft at the level of the water.)

(76) FIG. 5 is a top view cross-section of a multi-hull seaplane embodiment illustrating outboard hulls which are forward of the center hull. The cross section is shown at a DISPLACEMENT water line 200 depicted in a side view in FIG. 2. DISPLACEMENT is when the buoyancy of the floats supports the entire weight of the seaplane and it remains in an attitude similar to being at rest on the water.

(77) Depicted are the forward hulls, and the center hull which are part of the same structure; not cantilevered.

(78) FIG. 5A is a side view of a multi-hull seaplane embodiment illustrating the weight of the seaplane is counteracted by the buoyancy of the forward and aft hulls providing longitudinal and lateral stability in the DISPLACEMENT mode. FIG. 5A shows that each aft supporting surface is at a lesser depth than each forward supporting surface.

(79) FIG. 6 is a top view cross-section of a multi-hull seaplane embodiment illustrating outboard hulls which are forward of the center hull. The cross section is shown at a PLOWING water line 202 depicted in a side view in FIG. 2. When PLOWING at low speeds up to planing, the forward motion creates a bow wave to form causing the seaplane to pitch up and climb the wave. The aft hull(s) maintain the seaplane's attitude until planing. Depicted are the centers of buoyancy 31, 32 to maintain longitudinal and lateral stability. FIG. 6 shows that no forward surface is in-line longitudinally with any aft surface.

(80) FIG. 7 is a cross-section view, taken at or slightly below the water-line of a multi-hull seaplane embodiment illustrating wherein the aft hull 102 is displaced laterally with or without vertical separation from the wake from the forward hulls 101 avoids water impinging from the forward hull upon the aft hull during pre-planing operations. Any water flow 601 from the aft end behind the step does not impinge on the hull since there is no structure behind the step.

(81) FIG. 8 is a top view cross-section of a multi-hull seaplane embodiment illustrating outboard hulls which are forward of the center hull. The cross section is shown at a PLANING water line. The PLANING waterline 202, depicted in a side view in FIG. 2, depicts the waterline when of the seaplane's weight, is supported by hydrodynamic lift. Depicted are the centers of buoyancy 31, 32 to maintain longitudinal and lateral stability. The forward, and lateral, buoyancy is from the forward hulls hydrodynamic lift. The longitudinal stability is maintained by the horizontal stabilizer force 33.

(82) FIG. 8A is a cross-section view, of FIG. 8, illustrating the water flow while PLANING.

(83) FIG. 8B is a side view of a multi-hull seaplane embodiment, shown in FIG. 8, illustrating the weight of the seaplane is counteracted by the wing lift and longitudinal stability is maintained by the horizontal stabilizer and hydrodynamic lift from the forward hulls. With no hulls located aft of the step, i.e. no afterbody, and all hulls laterally spaced, there is no area of concern for porpoising and impacts from the Roach.

(84) FIG. 9 is the seaplane embodiment that shows the forward hulls ending slightly aft of the center of gravity (CG) 30 allows incorporation of tricycle landing gear, the preferred arrangement of landing gear 501, allows retraction directly into the fuselage. This saves structural weight by not requiring the gear to be cantilevered and mounted into a sponson or float. The ground line 204 depicts the ground line when landing gear 501 is extended.

(85) FIG. 10 is a seaplane (Float Plane) example that consists of an aircraft 11 with cantilevered floats 121 attached. The buoyancy of the cantilevered floats support the entire weight of the seaplane and it remains in an attitude similar to being at rest on the water.

(86) The DISPLACEMENT waterline 200 depicts the waterline when at rest. The cantilevered floats provide lateral and longitudinal stability and buoyancy at rest.

(87) The cantilevered floats are used for PLOWING. PLOWINGat low speeds up to planing, the forward motion creates a bow wave causing the seaplane to pitch up and climb the wave using the cantilevered floats.

(88) In the PLANING position, most of the seaplane's weight is supported by hydrodynamic lift supplied by the cantilevered floats. The PLANING waterline 202 depicts the waterline when PLANING depicting the wing floats above the waterline.

(89) For lateral stabilization on the water, to minimize aerodynamic drag in seaplanes while enabling buoyancy, devices such as wingtip floats, mid floats or sponsons can be added. Sponsons or wing mounted floats provide latitude control at lower speeds.

(90) The floats provide longitudinal stability due to the having displacement volume forward and aft of the center of gravity.

(91) FIG. 10A is a side view of the seaplane (Float Plane) example, shown in FIG. 10, illustrating the weight of the seaplane is counteracted by the buoyancy of the forward and aft parts of the floats providing longitudinal and lateral stability in the DISPLACEMENT mode.

(92) FIG. 10B is a side view of the seaplane example, shown in FIG. 10, illustrating in the PLANING mode, the weight of the seaplane (Float Plane) is counteracted by the wing lift and hydrodynamic lift from the forward section of the floats, in front of the step.

(93) Depicted is the longitudinal stability which is maintained by the horizontal stabilizer and hydrodynamic lift from the forward hull section, in front of the step. Depicted is the area of concern, the afterbody 131, the area aft of the main step and terminating at the sternpost 113, which can induce porpoising and may be impacted from the Roach.

(94) FIG. 11 is front view of seaplane 12 (Flying Boat) example with a center hull 102 illustrating hull mounted sponsons 122 for lateral stability. The buoyancy of the center hull 103 and sponsons 102 support the entire weight of the seaplane 12 and it remains in an attitude similar to being at rest on the water. The DISPLACEMENT waterline 200 depicts the waterline when at rest.

(95) The hull and sponsons are used for PLOWING. PLOWINGat low speeds up to planing, the forward motion creates a bow wave causing the seaplane to pitch up and climb the wave using the hull.

(96) The PLANING waterline 202 depicts the waterline when PLANING. In the PLANING position, most of the seaplane's weight is supported by hydrodynamic lift supplied by hull rather than the buoyancy of the sponsons.

(97) FIG. 11A is a side view of the seaplane (Flying Boat) example, shown in FIG. 11, illustrating the weight of the seaplane is counteracted by the buoyancy of the forward and aft sections of the hull and sponsons providing longitudinal and lateral stability in the DISPLACEMENT mode.

(98) FIG. 11B is a side view of the seaplane (Flying Boat) example, shown in FIG. 11, illustrating in the PLANING mode, the weight of the seaplane is counteracted by the wing lift and hydrodynamic lift from the forward section of the hull, in front of the step.

(99) Depicted is the longitudinal stability which is maintained by the horizontal stabilizer and hydrodynamic lift from the forward hull section, in front of the step. Depicted is the area of concern, the afterbodies 131, the area aft of the main steps 130 and terminating at the sternposts 113, which can induce porpoising and may be impacted from the Roach.

(100) FIG. 12 is a seaplane 13 example with a single main float 121 and wing floats 123. The buoyancy of the single main float and wing floats support the entire weight of the seaplane and it remains in an attitude similar to being at rest on the water.

(101) The DISPLACEMENT waterline 200 depicts the waterline when at rest. The wing floats provide lateral stability and additional buoyancy at rest. The single main float provides longitudinal stability.

(102) The center float 121 and wing floats 123 are used for PLOWING. PLOWINGat low speeds up to planing, the forward motion creates a bow wave causing the seaplane to pitch up and climb the wave using the single main float.

(103) In the PLANING position, most of the seaplane's weight is supported by hydrodynamic lift supplied by the single main float, whereas the wing floats are completely out of the water. The PLANING waterline 202 depicts the waterline when PLANING depicting the wing floats above the waterline.

(104) FIG. 13 is a twin hulled seaplane 14 example. The buoyancy of the twin hulls 102 support the entire weight of the seaplane and it remains in an attitude similar to being at rest on the water. The twin hulls provide lateral stability and additional buoyancy at rest.

(105) The DISPLACEMENT waterline 200 depicts the waterline when at rest. The twin hulls provide longitudinal stability.

(106) The twin hulls are used for plowing. PLOWINGat low speeds up to planing, the forward motion creates a bow wave causing the seaplane to pitch up and climb the wave using the twin hulls. The PLANING waterline 202 depicts the waterline when PLANING.

(107) FIG. 13A is a side view of the seaplane (Twin Hull) example, shown in FIG. 13, illustrating the weight of the seaplane is counteracted by the forward and aft sections of the hulls providing longitudinal and lateral stability in the DISPLACEMENT mode.

(108) FIG. 13B is a side view of the seaplane (Twin Hull) example, shown in FIG. 13, illustrating in the PLANING mode, the weight of the seaplane is counteracted by the wing lift and hydrodynamic lift from the buoyancy of the forward section of the hull, in front of the step.

(109) Depicted is the longitudinal stability which is maintained by the horizontal stabilizer and hydrodynamic lift from the forward hull section, in front of the step. Depicted is the area of concern, the afterbody 131, the area aft of the step 130, which can induce porpoising and may be impacted from the Roach.

(110) FIG. 14 is a seaplane 15 example on beaching gear 502. The ground line 204 depicts the ground line when beaching gear 502 is used. Beaching gear is used for seaplanes that have no accommodations to be moved on land. Incorporating landing gear to seaplane 11 on floats, FIG. 10, requires the gear to be stowed in the floats, requiring that the landing gear arrangement be composed of four wheels; more complex to operate, maneuvering and land than conventional tricycle gear arrangement. FIG. 13, twin hull seaplane 14 would require the same type of gear footprint as a seaplane on floats. The older seaplane 13 on a single hull approach, FIG. 12 would require that the gear be stowed in the float adding more structural weight and complexity to the single float. The alternative would be not to include the gear and utilize a separate beaching gear structure, as shown in seaplane 15 in FIG. 14.

(111) FIG. 15A is a three hull multi-hull arrangement, per this embodiment and preferred approach, with more hulls located forward than aft. Shown are the forward hulls 101, aft (center) hull 102 and the centerline 205.

(112) FIG. 15B through FIG. 15F show bottom views of further hull arrangements that can be configured to accomplish the same results per the invention FIG. 15A to eliminate porpoising, wherein the front main hull(s) 101, symmetrical along the centerline 205, extending from the front of the multi-hull seaplane and end at or just aft of a center-of-gravity (CG) 30 location, which in turn locates the center of buoyancy ahead of the cg, and the aft stabilizing hull(s) 102 extending from the aft end of the multi-hull seaplane and ends aft, at or forward of a center-of-gravity (CG) location, so long as the center of buoyancy and planing area is behind the watercraft CG 30. Two or more hulls spaced laterally provide the lateral stability required for a seaplane.

(113) All patents and publications mentioned in the prior art are indicative of the levels of those skilled in the art to which the invention pertains. All patents and publications are herein incorporated by reference to the same extent as if each individual publication was specifically and individually indicated to be incorporated by reference, to the extent that they do not conflict with this disclosure.

(114) While the present invention has been described with reference to exemplary embodiments, it will be readily apparent to those skilled in the art that the invention is not limited to the disclosed or illustrated embodiments but, on the contrary, is intended to cover numerous other modifications, substitutions, variations, and broad equivalent arrangements.