US3076204A - Boat assemblies - Google Patents

Description

Feb. 5,. 1963 Filed Jan. 20, 1960 FIGJ L. J. NOWAK, JR

BOAT ASSEMBLIES 4 Sheets-Sheet 1 INVENTOR. LEON J. NOWAK JR.

ATTO RNEYS Feb. 5,1963

Filed Jan. 20, 1960 J. NOWAK, JR 3,076,204

BOAT ASSEMBLIES 4 Sheets-Sheet 2 INVENTOR. LEON J.NOWAK JR.

m BY KT. m

ATTORNEYS.

Feb. 5,- 1963 J. NOWAK, JR

.BOAT ASSEMBLIES 4 Sheets-Sheet 3 v Filed Jan. 20, 1960 INVENTOR. LEONJ-NOWA K JR.

ATTO RNEYS L- J. NOWAK, JR

BOAT ASSEMBLIES Feb. 5,1963

4 SheetsSheet 4 Filed Jan. 20, 1960 INVENTOR. LEON J NOWAK JR.

ATTORNEYS United States Patent 3,076,204 BOAT ASSEMBLIES Leon J. Nowak, Jr., 624 S. Knight, Park Ridge, 111. Filed Jan. 20, 1960, Ser. No. 3,660 13 Claims. (Cl. 9-6) This invention is directed to boat assemblies and particularly directed to power boats.

Most present day power boats, which may b charact-erized as outboard or inboard, have relatively rigid hulls made up of wood and in some cases metal or plastic material. These hulls are oftentimes constructed with elaborate keel and rib frame reinforcing to provide strength for the hull. These hull constructions, while entirely adequate for smooth waters, ar limited in rough waters. The pounding action of the Waves imposes severe stresses on the hull and in rough waters most pres ent day boat constructions must proceed at extremely low speeds to avoid damage to the hull. Furthermore, these relatively rigid hull constructions are oftentimes broken when encountering driftwood or other foreign objects in the water. Another disadvantage of present day boats is the vibration which is readily transmitted through the rigid hulls thereof.

A primary purpose of the present invention is to provide a new boat hull and a new arrangement of a prime mover therefor so as to overcome some of the deficiencies of prior boat constructions.

Another object of the invention is to so construct a hull construction and engine unit therefor so as to improve the safety of the boat.

Another purpose is to so construct a boat hull as to enable variances in riding or planing qualities, while at the same time improving the ability of the hull to stand shock from waves or floating debris, minimizing bottom fouling, and minimizing the cost of construction.

Another purpose of the present invention is to construct a boat hull and an engine unit therefor which minimizes vibration of the boat assembly.

Another purpose of the present invention is to so arrange an engine unit for a power boat as to enable assembly thereof from standard and readily accessible parts, and at the same time so arrange the engine unit for easy replacement of parts or the entire engine unit.

Other purposes will appear from time to time in the course of the ensuing specification and claims, when taken with the accompanying drawings in which:

FIGURE 1 is a side view of the assembled hull and engine unit constituting the present invention.

FIGURE 2 is a transverse cross-sectional view of a forward portion of the hull illustrated in FIGURE 1.

FIGURE 3 is a transverse cross-sectional view of the hull of FIGURE 1 taken along the section lines 3-3 of FIGURE 1, which section is located rearwardly from the section of FIGURE 2.

FIGURE 4 is another transverse cross-sectional view of the hull illustrated in FIGURE 1, taken along the section lines 4-4 of FIGURE 1 and at a point rearwardly of the cross-section of FIGURE 3.

FIGURE 5 is a cross-sectional view of the after portion of the hull taken on the section lines 5-5 of FIG- URE 1 and at a point rearwardly of the cross-section of FIGURE 4.

FIGURE 6 is a side elevation of a further embodiment of the invention.

FIGURE 7 is a transverse cross-sectional view of the hull of FIGURE 6 taken on the lines 7-7 of FIGURE 6. FIGURE 8 is another transverse cross-section of the hull of FIGURE 6 taken on the section lines 8-8 of FIGURE 6 and located rearwardly of the cross-section of FIGURE 7.

FIGURE 9 is another transverse cross-section of the hull of FIGURE 6 taken on the section lines 9-9 of FIGURE 6 and located rearwardly of the cross-section of FIGURE 8.

FIGURE 10 is another transverse cross-section taken on the section lines 10-10 of FIGURE 6 and illustrating the cross-section at the stern of the hull of FIGURE 6.

FIGURE 11 is a plan view of the boat hull illustrated in FIGURE 1 or FIGURE 6.

FIGURE 12 is a detailed cross-sectional illustration of certain details of construction illustrated in FIGURES 1 through 11.

FIGURE 13 is a top or plan view diagrammatically illustrating the engine unit shown in FIGURE 1.

FIGURE 14 is an end view diagrammatically illustrating the engine unit shown in FIGURE 13.

FIGURE 15 is a detailed view of certain detachable fastenings used between the boat hull and inboard engine unit.

Referring specifically now to the drawings wherein like elements are designated by like characters throughout, and in the first instance to FIGURE 1, the numeral 20 generally designates a power boat hull constructed in accordance with the present invention, and provided with an engine unit generally designated at 21, the details of which will be explained more fully in ensuing portions of this specification. The hull 20 is formed around a deck 22. A keel 23 is fixed to the deck and depends from the general plane of the deck. The keel 23 has a tapered contour of expanding depth from the stern of the hull to the forward portion thereof as is generally represented by the contour of the lower line of the hull designated at 24 in FIGURE 1. The sides of the hull. are designated at 25 and 26 and extend upwardly from the deck 22 at the sides thereof. The sides of the hull may be constructed from wood, metal or plastic in any conventional fashion and contoured from the stem of the hull to the stern in conventional fashion as is more or less illustrated by the contour of the hull in FIGURE 11. The deck 22 and sides 25, 26 may be reinforced in conventional fashion by ribs which extend from the deck 22 upwardly, and by longitudinal strakes or frame members in a manner well known to the art. The hull defined by the sides 25, 26 and deck 22 may, of course, be provided with variant forms of super-structure and internal accommodations. Since the super-structure and internal accommodations form no part of th present invention they are neither shown nor described in detail herein.

In accordance with the present invention, the bottom of the hull is defined by a flexible membrane 27 which extends from stem to stem and from side to side of the hull as is illustrated by the various cross-sectional views of FIGURES 2 through 5. The flexible membrane of FIGURES 1 through 5 is preferably made from a stretchable material such as sheet rubber or sheet rubber substitutes so that it may be stretched relatively tight over the keel 23 and fixed to the sides of the hull in a manner pointed out more fully hereinafter. The membrane 27 together with the deck 22 and keel 23 define air compartments beneath the plane of the deck 22, which compartments are pressurized by means of an air inlet 28 and any suitable source of air pressure as is more or less diagrammatically indicated by the compressor 29 in FIG- URE 1. The hull is shown in plan or top View in FIG- URE 11.

In FIGURE 6, the hull has a shape and configuration quite similar to that of FIGURES 1 through 5 and 11, and made up of the deck 32 and sides 33 and 34. In FIGURES 6 through 10, however, the bottom of the hull is defined by a flexible but relatively non-stretchable membrane 35, which membrane is so shaped as to provide a bottom contour as is illustrated in FIGURES 7 through 1-0 inclusive. In FIGURES 6 through 10, no keel is necessary. The membrane 35, together with the deck 32, define air compartment means beneath the general plane of the deck, and this compartment may be pressurized by means of the air inlet 28 and source of air pressure designated generally at 29. The membrane 35 may be made from plastic or rubber with reinforcing Wire or fabric, the relatively non-stretchable nature of the membrane 35 together with the shape thereof and the pressure in the compartment between deck 32 and membrane 35 maintaining the contour of the bottom of the hull.

In all forms of the invention it is advantageous to provide some rigid support for the flexible membrane in the after portion of the hull. In FIGURES 1 through 5 for example, such support is provided by the section of the keel between the section lines 4--4 and 55. In FIGURES 6 through 10, such support is provided by depressing the deck 32 from the general plane thereof as is indicated by the dotted line 36 between section lines 9-9 and Iii-10. The deck may have a downwardly convex shape between the section lines 9-9 and 1010 as is indicated in the drawings. Thus the membrane 35 of FIGURES 6 through 10 is firmly supported along the longitudinal axis thereof at the rearward portion thereof. Such support for the rearward or after portion of the membrane prevents bulges in the membrane under the influence of the pressure in the air compartment. A short keel section may be used, if desired, to firmly support the after portion of the membrane along the longitudinal axis thereof.

If desired, a small keel-like section as indicated diagrammatically at 37 may depend from the deck 32 in FIGURE 6 from a point approximating the section lines 7-7 to the bow so as to provide support along the longitudinal axis of the membrane 35 at the forwardmost portion thereof.

FIGURE 12 illustrates certain details of construction which are applicable to both embodiments in FIGURES 1 through 11. In FIGURE 12 numerical designations for the deck 22, side 25, membrane 27 and inlet 28 are the same as the designations used in FIGURES 1 through 6, although it should be understood that the principles set forth in regard to the details of FIGURE 12 are equally applicable to the embodiment of FIGURES 6 through 10. In FIGURE 12 the deck 22 is shown as being sealed by a relatively thin waterproof and airtight membrane 40 which extends over the entire under surface of. the deck 22 and is opposed to the membrane 27. The sealing. member 40' may be used when the deck 22 is formed from plywood or other equivalent material. If the deck 22 is formed from metal, plastic or other airtight and watertight materials, the sealing member 40 may be omitted. The membrane 27 is illustrated as extended upwardly a short distance alongside the sides of the hull and fixed thereto by means of screws 41 which are positioned in mounting blocks 42 and extend through the sides 25 and into longitudinal stitfeners or strakes 43 so that the ends of the membrane 27 are clamped tightly against the sides 25 and 26 of the hull. The membranes 27 and 40 may be bonded to each other with the sealing membrane 40 being bonded to the hull. If sealing member 40 is omitted, the membrane 27 may of course be bonded directly to the hull. The clamping action exerted by the screws 41 and member 42 together with the bond between the membranes and the sides is sufficient to make the construction airtight and waterproof.

A plurality of screws 41 and members 42 may be provided at spaced intervals around the entire length of the sides of the hull. In some cases a single elongated member 42 may extend from the bow to the stern on each side of the hull with a sufficient number of screws used to ensure efficient clamping action for effective sealing of the compartment between membrane 27 and deck 22. The after portion of the membrane may be similarly secured across the stern face of the boat or may be clamped simply to the bottom surface of the deck 22 at the rearwardmost portion thereof.

The air inlet 28 for the compartment is shown fixed to a support 45, which in turn is fixed to the under portion of the deck 22 as by suitable fastening screws. The air inlet 28 may extend within a protective upright tube 46 which is fixed as by suitable screws to the deck 22. The protective tube 46 should extend upwardly above the deck to a height suflicient that in the event of damage to the membrane 27, water may flow upwardly slightly within the tube 46 due to settling of the hull within the water without spilling out into the. interior of the hull. In oher words, the upper end of the tube 46 should be considerably above the water line of the hull. The tube 28 leads to a source of air pressure as has been designated generally at 29 in FIGURE 1. In some assemblies the compressor 29 may be driven from the main engines of the boat. Under other circumstances and especially in the case of small boats at hand actuated pump may be provided to supply air through the inlet 44 to the compartment beneath the deck. The line 44 leading to the air inlet 28 may include a check valve 47 to prevent flow of air from the compartment to the compressor and a manually operable relief valve diagrammatically designated at 48 for reducing pressure within the compartment from time to time in accordance with the desires of the user of the boat. The line 44 from the compressor 29 to the tube 28 in FIGURE 6 may similarly be provided with a check valve 47 and relief valve 48. Thus by operating the compressor, air is delivered to the compartment beneath the deck, and the compartments may be pressurized to any desired and practical degree by operation of the compressor to increase pressure or by actuating the relief valve 48 to bleed ofl pressure to the atmosphere, from time to time, to reduce pressure.

Both forms of bulls use bottoms provided with air compartment means which act as a cushion over the entire bottom surface of the hull. No reinforcing ribs between the sides and bottom are necessary as is the case with most commercial boat constructions.

In operation the operator pressurizes the bottom compartment in an amount consonant with desired riding qualities. For example, in relatively smooth waters the operator may use a high level of air pressure in the compartment so that the bottom is relatively rigid while yieldable to relatively heavy forces. In rough or choppy waters, the operator reduces the pressure in the compartment so as to allow a greater amount of flexing of the bottom when encountering Waves.

The action of the flexible bottoms when encountering waves may be described as progressive flexing from the bow to the stern of the boat as the boat progresses over the wave. In other words, a wave may form something in the nature of a dimple in the bottom of the boat, which dimple moves rearwardly in progressive fashion as the boat continues its movement over and through the wave.

Upon encountering debris such as floating planks or timber in the water, the membranes may flex inwardly against the action of the air pressure in the-compartments and absorb the shock of the blow of such foreign debris without rupture of the membrane. During operation of the boat the membrane defining the bottom will undergo some minor degree of flexure at all times, which slight degree of flexure tends to prevent the attachment of moss or fungus to the bottom of the boat.

The form of the invention illustrated in FIGURES 1-5 allows the use of relatively low cost air and water tight materials such as sheet rubber.

The form of the invention illustrated in FIGURES 6 through 11 is more shock resistant than the form illustrated in FIGURES 1 through 5, since the membrane is a relatively heavier material.

It should be noted that the entire bottom of the boat is supported on a continuous mass of air from stem to stem. In FIGURES 1 through 5 the longitudinal keel may divide this mass into two such longitudinally extending and continuous cushions. In FIGURES 1 through 5, while the keel is relatively rigid, the keel does not appreciably affect the cushioning action of the air mass inasmuch as each portion of the membrane on opposite sides of the keel may yield under shock of a wave while the keel itself presents more or less of a knife edge for cutting through the wave. 7

The hull construction herein described is highly advantageous from a safety standpoint inasmuch as the flexible membrane together with the airtight and watertight deck define a double bottom construction. If for any reason the lower bottom provided by the membrane breaks, the hull will still float due to the watertight nature of the deck opposed to the flexible membrane.

A new engine arrangement is also provided for the boat. In FIGURE 1 a separate and detachable engine unit generally designated at 21 is supported on the stern transom of the hull. The engine unit is shown in detail in FIGURES 13 and 14. The engine unit may be comprised of a generally box-shaped structure defined by side walls 50 and 51, a front wall 52, a rear wall 53, and a bottom wall 54. A detachable top wall 55 may be provided for the unit. The enclosure so defined by this wall is shaped and proportioned to in effect provide a continuation of the boat hull from the stern aft.

The engine unit has a pair of engines diagrammatically shown at 56 and 57, supported therein on any suitable frame members and at opposite sides of the unit. Engines 56 and 57 may be of the conventional automotive type for convenience in servicing thereof. The longitudinal axes of the engines and the drive shafts 58 and 59 thereof are angularly disposed and extend generally transversely of the boat. They are inclined downwardly and forwardly. Drive shaft 58 leads to a conventional automotive bevel gearing 60, whereas drive shaft 59 leads to a similar gearing 61. Propeller shafts 62 and 63 are driven by this bevel gearing and extend outwardly beneath the bot-tom of the unit as appears in FIGURE 1. The propeller shafts are located at right angles to their associated drive shafts. Propellers 64 and 65 are attached to the propeller shafts and positioned rearwardly of the rear wall 53 of the engine unit. The gear housings 60 and 61 may extend beneath the bottom wall 54 of the engine unit, the bottom wall being sealed around the housings of the gears by means well known to the art. Whereas, the gear housings 60 and 61 are shown as extending below the bottom of the engine unit, they may be positioned entirely within the engine unit, with the propeller shafts then being extended through conventional sealed openings in the bottom of the engine unit.

. The engines are located above the water line for drainage therefrom overboard. In this regard, suitable decking may be positioned beneath the engines and above the water line so as to drain spillage from the engines overboard through suitable scu-ppers 54-b.. Decking may, for example, be positioned on the engine support diagrammatically represented at 54-a (shown in FIGURE 14 only).

Transmissions 58-a and 59-a, which are of conventional type, are included between engines 56 and 57 and their drive shafts to enable changes in direction of rotation of the propeller shafts.

It should be noted that the engines 56 and 57 are offset with relation to one another so as to avoid interference between the drive shafts 58 and 59. For example, engine 56 is located slightly forwardly of engine 57. Any imbalance resulting can be taken care of by suitable application of weights if needed.

By the transverse disposition of the engines, the engine unit can be relatively short in the longitudinal dimen- S1011.

It should be noted that the spacing of the propellers 64 and 65 rearwardly of the rear wall 54 of the engine unit results in an avoidance of contact of water displaced by the propellers with the bottom wall 54 of the engine unit thereby lessening vibration.

The outer ends of the propeller shafts may be supported from straps 66 (FIGURE 1) depending from the engine unit and having bearings for the propeller shafts.

Rudder posts 67 and 68 are rotatably mounted in rearwardly extending supports 69 and 70 and have rudders 71 and 72 afiixed thereto and operable by cable assemblies 73 and 74 conventional to the art. The showing of these rudder assemblies and the propeller shaft support straps has been omitted in FIGURE 14 for clarity.

It should be noted that the propeller shafts have their axes directed forwardly at a slight angle to the longitudinal axis of the hull. The propeller shaft axes are such that they intersect at or near the center of effort of the hull so as to provide greater stability of operation when the boat is operated by a single engine.

The entire engine assembly is detachably mounted on the stern plate or transom of the hull by shock absorb ing fastenings 75. Preferably three or more of such fastenings are provided in symmetrically spaced relation. Each fastening is similar in construction and is illustrated in detail in FIGURE 15. In FIGURE 15 the upright stern plate of the hull is designated at 76. Supports 77 and 78 are fixed to the stern plate 76 and have spaced and opposed members 79 and 80 fixed thereto as by means of suitable bolts or the like. The members 79 and 80 have cylindrical openings or recesses 79a and 80a facing one another so as to receive the cylindrical ends of a-yieldable connecting element 81 therein. The connecting element 81 is preferably formed from rubber or some similar elastomeric material. A pin which may take the form of a bolt 82 is passed through the central enlarged portion of the connector 81 and is threaded into a block 83 which is fixed to the forward Wall 52 of the engine unit. Suitable lock nuts 84 may be positioned between the block 83 and the opposed surface of the connector 81 so as to securely hold the connector, engine unit and bull in the assembled relation.

, By varying the number of lock nuts 84 or by inserting spacers therebetween, the relative spacing of the forward wall 52 of the engine unit may be varied with relation to the stern plate 76 thus allowing tilting of the engine unit about an horizontal axis for adjustment of the planing angle of the hull or trim thereof. Such adjustment may be. desired from time to time in order to vary the general plane of the boat with respect to the general plane of the water.

Adjustment by remote control may also be provided by using extensible hydraulic cylinders and rams as the supports 77 and 78, or by placing a cylinder and piston between the support 83 and pin 82.

Suitable throttle controls (not shown) and rudder controls (not shown) may lead to a forward portion of the hull in a manner well known to the art. Similarly, suitable controls for the transmissions 58-a and 59-a may lead to a similar forward station in the hull.

The particular engine unit described herein minimizes vibration of the hull. The positioning of the propellers rearwardly of the rear wall of the engine unit minimizes the transmission of any vibration from the propellers to the engine unit. The shock absorbing connectors 81 minimize the transmission of any vibration from the engine unit to the hull.

The entire engine unit is easily removed from the hull as by loosening the bolts 82 to allow detachment of the connecting assembly. Entire engine units may thus be easily substituted, one for the other, while one unit is being repaired or serviced.

The use of the conventional engines, transmissions and gearing is highly advantageous inasmuch as units of this type are readily available on the market and may be easily replaced.

The particular arrangement of the engine and hull assembly is also advantageous from a safety standpoint. In this regard, it should be noted that if any fire exists in the engine unit, the connectors 81' may fuse or disintegrate so as to allow separation of the engine unit from the hull in the event of fire. Fuel storage tanks may be carried in the hull proper and have fuel lines leading to the engine unit, in which case detachable connections may be provided in the fuel lines to allow for separation of the fuel lines and detachment of the engine unit from the hull. The fuel tanks may also be positioned in the engine unit.

Whereas, the invention is illustrated and described herein as applied to more or less conventional boat contours, it should be understood that the principles of the invention are equally applicable to variant forms of hull contours. For example, the invention may be applied to scows and boats of the type having a relatively flat prow extending transverse of the longitudinal axis of the boat, as is found in well known types of amphibious craft. The flexible membranes and air compart ments herein described may be applied to catamarans and to supporting pontoons for aircraft.

It should also be understood that whereas the deck depression 36 is shown as applied to the boat in FIG- URE 6, such depression may also advantageously be used with the boat illustrated in FIGURE 1.

Whereas, the invention is described in terms of maintaining air under pressure in the flexible double bottom construction described herein, it should be understood that a wide range of various pressures may be used with the double bottoms. For example, the pressure may be simply atmospheric, rather than above atmospheric. This is particularly true in form of the invention illustrated in FIGURES 1 through 5, wherein the shape of the flexible membrane 27 may be maintained by stretching of the membrane 27 over the keel section 23.

Whereas, I have shown and described an operative form of the invention, it should be understood that this showing and description thereof are to be taken in an illustrative or diagrammatic sense only. There are many modifications to the invention which will fall within the scope and spirit thereof and which will be apparent to those skilled in the art. The scope of the invention should be limited only by the scope of the hereinafter appended claims.

I claim:

1. A boat hull construction including rigid means defining the bow, stern and sides of a hull, the bottom of said hull being comprised of opposed waterproof and airtight members extending throughout the bottom portion thereof and spaced from one another to provide continuous air compartment means extending continuously from the bow to the stern, and means for maintaining air under pressure in the compartment means so defined.

2. A boat hull construction including means defining, a bow, stern and sides of a hull, the bottom of said hull being comprised of opposed waterproof and airtight members extending throughout the bottom portion thereof and spaced from one another to provide continuous air compartment means extending substantially continuously from the bow to the stern, means for maintaining air under pressure in the compartment means so defined, the innermost member being rigid, the outermost member being flexible against the mass of air in said compartment means, said flexible member being capable of progressive and continuous flexure against the cushioning action of said compartment means when encountering a shock force moving from stem to stern.

3. A boat hull as set forth in claim 2 wherein said hull includes a keel depending from said innermost member and said outermost member is comprised of a stretchable material, the material being held under tension across said keel and fixed to the sides of the hull.

4. A boat hull as set forth in claim 2 wherein said outer member is formed from a flexible but substantially nonstretchable material and is contoured to provide a progressively increasing spacing from said other member, which spacing increases from the stern region to a forward portion of said hull.

5. A boat hull including a waterproof and relatively rigid deck, means joined to said deck, extending upwardly therefrom and contoured to provide the sides, bow and stern of the hull, a watertight, airtight and flexible membrane joined to the deck and the means providing the sides and defining the bottom of said hull, said membrane being of greater area than said deck and defining, with said deck, fluid compartment means from side to side and from stem to stern of said hull, and means maintaining a predetermined pressure within said compartment means.

6. The structure of claim 5 wherein said membrane is proportioned for maximum spacing from the general plane of said deck at a forward portion of said hull and for minimum spacing therefrom at the stern to define a normal planing contour.

7. The structure of claim 6 wherein rigid means are provided to support said membrane along its longitudinal axis in the stern region thereof and thereby maintain the shape of the membrane.

8. The structure of claim 5 wherein the side portions of said membrane are clamped to the sides of said hull.

9. A boat hull construction including means defining a bow, stern and sides of a hull, the bottom of said hull being comprised of opposed waterproof and airtight members extending throughout the bottom portion thereof and spaced from one another to provide continuous air compartment means extending substantially continuously from the bow to the stern, the outermost member being flexible, means supplying pressure to said compartment means, and means for regulating the pressure within said compartment means and thereby regulating the flexibility of said outermost member.

10. A double-bottomed boat hull construction including rigid means defining the sides, bow and stern of a boat, an airtight and watertight rigid deck extending between said sides, and a flexible membrane fixed to the sides of said hull and defining the bottom of said hull, said membrane having a contour such that the spacing thereof from the deck increases from the stern to a forward portion of said hull, and means for maintaining the space between said deck and membrane under pressure, said membrane being capable of progressive and continuous flexure against the cushioning action of said compartment means when encountering a shock force moving from stem to stern.

11. The structure of claim 10 wherein said means includes an air inlet tube communicating with the space between said deck and said membrane and extending through a tube fixed to said deck in upright relation thereto, the upper end of said tube extending above the water line of said hull.

12. A boat hull including a waterproof and relatively rigid deck, means joined to said deck, extending upwardly therefrom and contoured to provide the sides, bow and stern of the hull, a watertight, airtight and flexible membrane joined to the deck and the means providing the sides and defining the bottom of said hull, said membrane being of greater area than said deck and defining, with said deck, fluid compartment means from side to side and from stem to stern of said hull, said fluid compartment means and said membrane providing a cushioning action for said hull when subjected to shocks encountered in moving over a floatation surface.

13. The method of operating a power boat provided with a flexible bottom, including the steps of maintaining a mass of air under pressure against the flexible bottom so as to exert an outward force over the area of said bottom, and varying the pressure of said air mass, from time to time, so as to thereby vary the resistance to flexure of said bottom in accordance with desired riding and planing qualities of said boat, the pressure being maintained at a relatively high amount during operation in smooth waters and maintained at a relatively low amount during operation in rough waters.

References Cited in the file of this patent UNITED STATES PATENTS

Claims (1)

1. A BOAT HULL CONSTRUCTION INCLUDING RIGID MEANS DEFINING THE BOW, STERN AND SIDES OF A HULL, THE BOTTOM OF SAID HULL BEING COMPRISED OF OPPOSED WATERPROOF AND AIRTIGHT MEMBERS EXTENDING THROUGHOUT THE BOTTOM PORTION THEREOF AND SPACED FROM ONE ANOTHER TO PROVIDE CONTINUOUS AIR COMPARTMENT MEANS EXTENDING CONTINUOUSLY FROM THE BOW TO THE STERN, AND MEANS FOR MAINTAINING AIR UNDER PRESSURE IN THE COMPARTMENT MEANS SO DEFINED.

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