US20120048165A1

US20120048165A1 - Hydrodynamic Wings For Roll Control of Marine Vessels

Info

Publication number: US20120048165A1
Application number: US13/187,611
Authority: US
Inventors: Terry Alan Westerman
Original assignee: Individual
Current assignee: Individual
Priority date: 2010-08-31
Filing date: 2011-07-21
Publication date: 2012-03-01

Abstract

In the area of ships, a pair of opposing, independently operable, hydrodynamic wings deployable downward from the bottom of a marine vessel, of sufficient size and foil shape such that the low pressure created by the movement of the hydrodynamic wings through the water will control the roll, or heeling motion of the marine vessel. The extension of one wing provides the force to balance the roll to one side of the marine vessel, while the extension of the other wing provides the force to balance the roll to the other side of the marine vessel. The wings can be independently extended and retracted to any degree to provide a means of adjusting the necessary roll control force to the conditions.

Description

REFERENCES CITED


U.S. Patent Documents

1,356,300	October 1920	McIntyre	114/39.24
1,924,871	August 1933	Ludington	114/130
3,179,078	April 1965	Popkin	114/126
3,949,695	April 1976	Pless	114/274
3,324,815	June 1967	Morales	114/275
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4,074,646	February 1978	Dorfman	114/140
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5,054,410	October 1991	Scarborough	114/39.26
5,622,130	April 1997	Calderon et al	114/39.21
7,509,917	March 2009	Hofbauer	114/140
7,644,672 B2	January 2010	Welbourn	114/39.24

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not Applicable
This invention was not subject to any federally sponsored research or development.

BACKGROUND

In the field of ships a primary problem is that of the vessel rolling, or heeling to one side or the other, at times to the point of capsizing. Marine vessels will heel in several circumstances; due to the wind on the parts of the vessel above the water line, from wave action, from cargo that is not balanced correctly, from maneuvers, or from any combination of these factors. This places restrictions on the vessels which are not limited to reduced speed and cargo capacity, excess drag, reduced maneuverability, making for uncomfortable passengers, and in sailing vessels, limits the amount of sail that can be used. Large ships today cannot use sail power because of the heeling forces of the wind, and so must endure the costs of fuel.
This problem has been dealt with primarily by the use of gravity to balance the roll forces, in two basic ways. The first is to put weight as low as possible in the vessel, with the idea of lowering the center of gravity to keep the bottom of the vessel down. The buoyancy of the vessel, then keeps the top above the water.
The second method of reducing heel is by making the vessel very wide so that the width of the vessel provides a lever against the heeling forces, and the weight of the vessel as it heels provides the righting force, such as with a catamaran that has two hulls spaced widely apart, or a cargo ship that is made very wide.
Sailboats use aerodynamic forces—fluid dynamic forces—on their sails, on top of the boat, to power the boat. This also creates a lateral force on the sails which rolls the vessel. Ballast is used to keep the boat upright. Ballast may be fixed in position, such as with a fixed and weighted keel, or can be movable, shifting from side to side as needed. Ballast can be leveraged to some degree as with the canting keels or an extremely deep keel. The more weight in the keel, the more sail can used, and the lower the boat will sit in the water. A heavier boat takes more power to move than a lighter one. Balancing the aerodynamic forces with gravitational forces limits the amount of sail that can be used for any given circumstances, since the combination of sail and wind can still provide enough lateral force to blow the vessel over, capsizing it. As well, allowing the vessel to heel in this manner, allows the wind to be spilled from the sails and power is lost in this way.
If a vessel with a fixed and weighted keel is sitting level, then the ballast has no righting force. As the vessel heels, righting force is produced. As such, ballast is more useful when the vessel is more heeled, and less useful when the vessel is less heeled. For the ballast to have effect, these boats must be sailed off level.
Keels are also used for directional stability, as are dagger boards or lee boards, as they move very easily through the water if moved edge on, but with great difficulty when moving broadside to the water. Without these, the vessel is blown in front of the wind, and maintaining course is achieved by heading partially into the wind, so that the vessel will travel partially sideways (yaw) on its' course.
The keel has maximum effectiveness when it is vertical, as this is when it provides its' maximum face to the water and the maximum resistance to sideways movement. This is when the ballast in the keel has its minimum effectiveness as it is in the vertical line with the center of gravity of the vessel. As the boat heels, the keel rotates to a slanted position, which lifts the ballast to produce a righting force. This also allows the water an easy escape under the keel, which allows the boat to slide sideways more easily. The more effective the ballast is, the less effective the keel is for directional stability.
If a vessel, powered or sail, is level, then the vessel will move at its' optimum efficiency, as the vessels are designed symmetrically side to side, and the various forces will be the same on both sides of the vessel as it passes through the water. Unless the vessel is in the shape of a cigar, allowing it to sail off level presents a shape below the water that is not symmetrical, and one side will have more resistance to movement than the other side. Thus, the vessel will move in a circle without assistance from the rudder. When the rudder is used to keep the vessel on course, this balances the uneven resistance with more resistance in the opposite direction. One inefficiency is balanced with another inefficiency, and more power must be used to make the same speed as a similar vessel sailing level. Much of the time powered vessels are moving in fair weather where a small degree of heel, such as that caused by an uneven loading of cargo, or the wind, could increase this inefficiency considerably, raising costs in the areas of fuel economy or speed.
Maneuverability is a considerable problem. On vessels which turn by the use of the rudder, the force of the rudder on the bottom of the hull is often insufficient to cause the vessel to roll into the turn. The ship then rolls to the outside, and skids around the turn losing momentum and reducing maneuverability. Anything inside or on the ship that is not secured will also fall to the outside of the turn, sometimes causing loss, damage or injury. Securing everything before maneuvers adds costs in time, equipment and labor. In the case of large military vessels such handicaps could lessen their longevity considerably in a combat situation.
Control of roll in marine vessels by gravitational means has severe limitations. For these reasons, there is an imperative need for a definitive solution to the problem.

SUMMARY

This invention describes a pair of opposing, independently deployable, hydrodynamic wings extending downward from the bottom of a marine vessel, of sufficient size and foil shape such that the low pressure lift created by the movement of the wing through the water will balance the roll, or heeling motion of the vessel. One wing provides the force to balance the roll to one side of the vessel. The other wing provides the force to balance the roll to the other side of the vessel. The wings are independently deployable to provide a means of adjusting the necessary control force to the conditions. The wings may be used together with one wing being more extended than the other for the added purposes of directional stability and to control leeway
Further areas of applicability will become apparent from the description provided herein, the accompanying drawings and the claims appended thereto. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present teachings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a prior art perspective view of a sailboat having a conventional keel with a ballast weight showing the sailboat normally heeled.

FIG. 2 is a perspective view of a sailboat with sails and a pair of hydrodynamic wings that can be selectively deployed to generate forces due to the water flowing there over that counter the forces generated by the sail which cause the vessel to heel.

FIG. 3 is a rear view of the sailboat showing the heeling force of the wind on the sail to the starboard side of the sailboat and the lift force produced by the first hydrodynamic wing deployed to an extended condition to counter the heeling force, with the second hydrodynamic wing in a retracted condition.

FIG. 4 is similar but opposite to FIG. 3 and shows the heeling force of the wind on the sail to the port side of the sailboat, and the lift force to counter the heeling force produced by the second hydrodynamic wing deployed in an extended condition, with the first hydrodynamic wing in a retracted condition.

FIG. 5 is a diagram of the first hydrodynamic wing deployed at an angle that can be different and less than ninety degrees to accommodate a shallower draft, or increased speeds of the marine vessel.

FIG. 6 is a diagram depicting the first hydro dynamic wing.

FIG. 7 is a diagram of a partial perspective view of the handles and gear mechanisms that allow the wings to be selectively deployed at varying angles.

FIG. 8 is a rear view of another exemplary sailboat having the hydrodynamic wings separated laterally, with the first wing fully deployed and the second wing partially deployed.

FIG. 9 is a side view of the sailboat of FIG. 8.

FIG. 10 depicts a top view of a further exemplary large marine vessel having multiple pairs of hydrodynamic wings deployed from the bottom of the vessel, to counter the roll of the vessel to the port side during an aggressive turn to starboard.

FIG. 11 is similar to FIG. 10 and shows the opposite hydrodynamic wings deployed among the multiple pairs of hydrodynamic wings to counter the roll forces to starboard due to the vessel turning aggressively to port.

Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings.

DETAILED DESCRIPTION OF THE INVENTION

This invention describes a pair of opposed hydrodynamic wings which extend downward from the bottom of a marine vessel.
Referring to FIG. 1 there is a sailboat 10 in the water 26. The sailboat has a mast with sails 12, a keel in the form of a stationary fin 20 with ballast 22. The vessel is moving forward and heeled normally due to the force of the wind 50 that moves the vessel forward, and imparts a lateral force on the sails which causes the vessel to heel. The ballast at the bottom of the keel acts to balance the heeling force of the wind to keep the vessel from capsizing.
FIG. 2 is a depiction of a sailboat 100 with a hull 102 and a deck 104. The sailboat has a mast 122 with sails 120 and a boom 130. The sailboat has a pair of opposed hydrodynamic wings. The first wing 110 is fully extended downwards from the bottom of the boat, while the second wing 111 is fully refracted and contained within a tunnel 150 in the hull of the boat. The first and second wings are controlled by handles 140 and 141 respectively that allow the wings to be manually pivoted around an axle 162 such that each wing can be independently deployed or refracted. The arrow marked 52 represents the heeling force of the wind on the sails, while the arrow marked 62 represents the lift force of the first wing as it moves through the water to counteract the heeling force of the wind.
FIG. 3 depicts a rear view of the sailboat depicted in FIG. 2, with the first hydrodynamic wing fully extended and the second hydrodynamic wing fully retracted. The heeling force of the wind on the sails to starboard 52 is balanced with the lift 62 from the top surface 132 of the first wing is it moves through the water allowing the boat to sail level. By using the wing in this way, activities on board the boat can take place in a more normal manor than if they must be accomplished while the vessel is at some angle of heel. And, the boat will travel with a minimum resistance to forward movement, as the underwater shape will be symmetrical, as opposed to a non-symmetrical shape of the underwater area of a heeled vessel.
FIG. 4 is similar to FIG. 3, but opposite in that the second wing is deployed fully and the first wing is fully retracted. The heeling force of the wind to port 54 is counteracted by the lift force 64 from the top surface 133 of the second wing, so that the boat again can sail level.
FIG. 5 is similar to FIGS. 2, 3, and 4 with the difference that the first hydrodynamic wing is not extended fully. By traveling in this manor the boat can sail in shallower waters. Also, by retracting the wing partially from it's' fully extended position, the foil shape of the wing elongates in relation to the water it passes through. The foil shape of the wing is designed to provide lift at the lower end of the speed range that the boat will sail when the wing is fully extended. The lift increases with increased speed, until the design limits of the foil shape are reached. Above that speed the fluid flow detaches from the rear surface of the wing and causes turbulence and drag and the lift decreases. By retracting the wing, the foil shape is elongated. This allows the fluid flow of the water to stay attached to the wing at higher speeds, thus maintaining lift through a much wider range of speeds than if this was not done.
FIG. 6 is a depiction of the first hydrodynamic wing. The wing has a head 112 on which is mounted the handle, and an axle hole 163 which the axle 162 goes through. The wing has a leading edge 180 and a trailing edge 182. The hydrodynamic wings are formed in a foil shape similar to that of an airplane wing, but sized and with such foil shape as to be used in water at speeds in which the boat is expected to travel. The primary shape can be that the wings have a ratio between the length and width, of more than 6 to 1. Considering the cross sectional foil shape of the wing, the chord is defined as the distance from the leading edge to the trailing edge. The foil shape can be flat on the bottom, and on the top side being a smooth curve from the front edge to the trailing edge. The foil shape on the top side of the wing can have a high point 184 at ⅓^rdof the chord from the front edge, and being 12 percent of the chord in depth. The foil shape can extend straight along the length of the wing for 75 percent of the length where the remainder of the wing is rounded and the foil shape flattened to produce a finished end to minimize the tip vortex.
The wings are made using any materials and processes that will provide the proper shape and structural strength necessary to achieve the desired results. In the first case for a small sailboat, the wings are built using alternating layers of fiberglass and plywood. Once the primary shape is made, then the wings are sanded to the finished shape, smoothed and finish coated. As a practical matter the wings should be made as large as possible. With the enormous variety of conditions that may be met on the seas, it is better to have too much roll control rather than too little.
FIG. 7 depicts a mechanical means of deploying the wings. In the drawing, even numbers refer to parts of the first wing and odd numbers refer to parts for the second wing. Handles 140, 141 are attached to the wing heads 112, 113 at about 90 degrees to the longitudinal axis of the wings 110, 111. Hand levers 196, 197 are attached to the top of the handles. The hand levers pull cables 198, 199 which are attached to wedges 194, 195. The wedges are held in an enclosure 190, 191 which is attached to the wing heads. Springs 192, 193 in the enclosure provide tension on the wedges to hold then down to fit into the teeth of gears 114, 115, which hold the wings in place at varying angles. The gears are firmly attached to the hull of the vessel. By squeezing the hand levers, the wedges are pulled out of the teeth of the gears, and the wings will then rotate around the axle 162. Respective to the number of teeth in the gears, the wings can be extended to the angle desired for the best control of the vessel.
In other embodiments, this action can be carried out using electric motors with remote controls and proper gearing for the function. In another embodiment, this function can be carried out using hydraulics and remote controls. These examples of various methods of controlling the hydrodynamic wings are not meant to limit the methods of controlling the wings in any way or to limit the scope of this invention.
FIG. 8 depicts a sailboat 200 with a hull 202 and a deck 204. The sailboat has a mast with sails 220. The first wing 210 is fully extended from the tunnel 250 where it retracts into and the second wing 211 is partially extended from the tunnel 251 into which it retracts. The hydrodynamic wings are spaced laterally along the longitudinal axis, where the angle 218 with horizontal plane is more than 0 degrees. The heeling force of the wind on the sail to starboard is depicted as the arrow marked 52, the lift force of the first wing is depicted as the arrow marked 62, and the lift force of the second wing is depicted as the arrow marked 64. In this embodiment the lift force of the first wing controls the roll of the vessel due to the force of the wind as in the previous depictions. However, as the lift force of the wings is perpendicular to the top surface of the wings, a part of the lift forces act to lift the vessel in the water such that it displaces less. The first wing acts to control the roll while lifting the vessel in the water. The second wing acts to stabilize the vessel longitudinally while providing a lesser lift than the first wing. Additionally this embodiment allows the vessel to sail on shallower waters.
FIG. 9 is a side view of the sailboat in FIG. 8.
FIG. 10 depicts a top view of a large marine vessel 300 with a hull 302 and a deck 304. The vessel moves by the use of propellers 306 and turns by using the rudders 308. The depiction is of the vessel making a hard turn to starboard 353. The vessel is fitted with four pairs of hydrodynamic wings, each pair comprising a first and second wing. The second wings 311 are fully deployed downward from the hull of the vessel to make a force on the bottom of the vessel to port 363. As the vessel turns hard to starboard, the inertial force on top of the vessel causes the vessel to roll to the outside of the turn. The hydrodynamic wings provide a force on the bottom of the vessel to cause it to roll to the inside of the turn.
FIG. 11 is similar but opposite to FIG. 10 such that the vessel is making a hard turn to port 352. The first wing in each of the four pairs of wings is fully deployed downward from the bottom of the hull to produce a force to roll the vessel to the inside of the turn.
The wings are independently deployable. With the extension of one wing at a time, one wing controls the roll of the vessel to one side of the vessel, as in FIG. 3, while the other wing controls the roll to the other side, as in FIG. 4. Partially retracting the wing, as in FIG. 5, allows the wing to maintain lift at speeds above the design speeds of the fully extended wing. Partially refracting the wing also allows the vessel to sail in shallower waters. Using the wings together such that one wing is more extended than the other, the lesser extended wing can provide for directional stability and a reduction of leeway while the more extended wing controls the roll. Separating the wings laterally, such as in FIGS. 8 and 9, can provide a force to lift the vessel in the water so that it displaces less as well. On larger ships it may be advantageous to use numerous pairs of wings as shown in FIGS. 10 and 11. Other purposes or uses of this invention include but are not limited to reducing ballast to lighten the vessel, making the vessel more maneuverable, more stable and safer.
In the primary configuration, the wings are attached to the vessel such that they rotate longitudinally around an axis on one end, and pivot from a fully retracted position on the vessel to a fully extended position downward from the bottom of the vessel. The wings retract into a tunnel built into the hull of the vessel. There must be the capability to maintain the wings at any angle, respective to the limitations of the gearing, between fully refracted and fully extended so that the amount of righting force can be controlled. Another configuration places the wings as dagger boards, where they are movable vertically up and down, either parallel or angled laterally from the vertical longitudinal plane of the vessel. In another configuration, wings could be attached to the outside of the hull, as an appendage, without the need for a tunnel to be built into the hull.
The center of lift on a straight wing is at the center of the wing longitudinally. On a wing with a tapered end, the center of lift will move correspondingly toward the hull. The distance from the center of lift to the rotation point, is the lever arm. This distance times the lift force of the wing provides the torque to control the roll. The wings may be extended fully or partially, to provide the necessary torque to balance the roll. As the wing is extended, the center of lift extends farther below the boat, increasing the leverage.
As speed increases, the lift force increases, until the wing reaches its' maximum design speed. Above the design speed the wing loses efficiency as excessive turbulence appears on the rear part of the wing, as the fluid flow detaches from the surface of the wing. To alleviate this problem, the wing is then retracted partially. This effectively elongates the foil shape of the wing, with respect to the water passing over it, which allows the fluid flow to stay attached to the wing longer, and thus reduces the turbulence on the back part of the wing. In this mode the wing will provide the necessary lift, as speed increases, over a much wider range of speeds, than it can if just extended fully, or if they are extended dagger board fashion.
This boat will be sailed differently than a conventional sailboat. With a conventional ballasted sailboat, no matter what the situation is, you have the ballast pulling the bottom of the boat down, which maintains stability in any situation up to the limits of the ballast. With this design, roll control is only available while the boat is moving and increases with speed. Therefore the boat must have sufficient stability when stopped, or at very low speeds not to capsize. Also, just as airplanes take off and land into the wind as much as possible, so this design will benefit from heading into the current during low speeds. Then as the speed increases the effect of the current lessens.
In the primary configuration, one wing is extended to control the roll as shown in FIGS. 2, 3, 4 and 5. However more stability will be achieved if both wings are extended, one more that the other as shown in FIGS. 8 and 9. The more extended wing provides for the control of roll, while the lesser extended wing provides for directional stability and to minimize leeway. The lesser extended wing provides a long broad surface which acts as a keel for directional stability, while the foil shape, although elongated, provides lift very close to the hull of the vessel. This lift force close to the hull can pull the vessel to that side, at least partially eliminating sideslip, and by being close to the hull will not have a sufficient lever to negate the torque of the wing providing roll control. The lesser extended wing also helps to equalize the drag of the more extended wing.
The lesser extended wing may in this case cause the boat to turn, due to the wing being extended towards the stern of the boat, and its center of lift and lever arm being some distance behind the rotation point of the wing. For this reason the connection point of the wings can be in front of the center of lateral resistance, as the center of lift of the two wings will then tend to balance each other, and any residual yaw effect can be managed with the rudder.
The wings may be positioned side by side, or they may be separated laterally at any degree up to 180 degrees, as long as the wings remain immersed in the water. If the wings are separated as shown in FIGS. 8 and 9, the draft of the vessel can be reduced. In addition, when they are angled laterally from the vertical at any degree, a part of the lift forces will be available to raise the vessel in the water. The larger the degree of separation, the more of the lift forces will be available for raising the vessel in the water.
Winged vessels combined with a planing hull will easily plane the surface of the water. By doing this the bow wave associated with displacement vessels and the corresponding pressure wave which builds in front of the boat can be nearly eliminated. As the vessel displaces less and less water, more of its' power goes to speed the boat, leaving the only drag as the drag caused by the wings in the water, the rudder and the drag caused by the air. As speeds several times the speed of the wind are being attained by land sailing vessels, there is little reason why these speeds cannot be attained on water. The idea here is for the boat to lift enough so that the bottom of the hull just skims across the surface of the water. By skimming the water, the length of the hull acts to control the pitch of the vessel (up and down movement fore and aft).
With this configuration, it becomes possible to raise the vessel completely out of the water, and to fly the vessel. If the vessel is raised above the surface of the water, then a method of controlling pitch is necessary. This can be accomplished using an inverted ‘T’ with the horizontal part being a foil, adjustable to provide the necessary pitch control. This can be affixed to the bottom of the rudder or by other means that would provide the necessary control.
Hydrodynamic wings can offer superior roll control over gravity based balancing systems. The fluid dynamic lift forces of the wings are variable as needed by the vessel by their extension and retraction. Wings can be sized and shaped to provide several times the righting forces available from gravity based systems with only a small percentage of the weight and drag penalties. This means that for sailing vessels, more sail and more powerful sails can be used. As the righting force increases with speed, the vessel can sail with more wind. Theoretically there is no limit to the size of the hydrodynamic wings, and therefore no limit to the amount of sail that can be used, until the limit of pitch control is reached. As such these vessels can be sailed in more extreme conditions than ballasted vessels can.
Wings can provide righting power ‘on demand’ regardless of the angle of heel. This will allow winged vessels to sail completely level, and as efficiently as possible. The excessive drag caused by the boat sailing off level, is traded for the drag of the wing, which is considerably less. In the case of a large ship, the ability to level the ship in this manner can amount to a savings in fuel, an increase in speed or both. By using wings on large ships, sail power can be used, which can create more savings in fuel costs.
Wings can provide the roll control necessary for vessels to turn at much higher speeds than ballasted vessels. Sail boats, powered boats and ships can be made to roll into the turns so that cargoes, crew and everything else on the vessel will stay in position, rather than the present situation where the top part of the vessel rolls to the outside of the turn and everything on the vessel that is not tied down is cast to the outside of the turn and sometimes into the sea. By rolling into the turns, vessels can maintain momentum and keep a much higher level of maneuverability, which for military vessels could be a decisive factor in their longevity. In the event of a cargo ship, where the cargo is not loaded evenly or shifts position while at sea. The wings can be deployed to bring the ship back to level, or if necessary to sail the ship off level to keep the cargo from shifting more. In the event of a military ship that was hit at or below the water line, there is the possibility that the vessel could be heeled as needed to keep the hole above water, and keep the ship afloat.
By coordinating the extension of the wings with the rolling motions of the sea, vessels can be made to eliminate the rolling motion that causes seasickness.

Claims

I claim:

1. A marine vessel comprising:

a hull with a deck,

a first hydro dynamic wing of foil shape in the cross section, that is deployable between a retracted position within the hull of the vessel and an extended position where the wing extends downward from the hull and,

a second hydro dynamic wing of similar but opposite shape to the first hydro dynamic wing, that is deployable between a refracted position within the hull of the vessel and an extended position where the wing extends downward from the hull,

a mechanical means of deployment such that the wings can deployed or retracted, and held in various positions between the fully retracted and fully deployed positions,

whereby the movement of the wings through the water creates a lifting force perpendicular to the top surface of the wings such that the extension of the first hydro dynamic wing with the second wing refracted controls the roll of the marine vessel to one side of the vessel, and the extension of the second hydro dynamic wing with the first wing retracted controls the roll of the marine vessel to the other side of the vessel.

a. the apparatus of claim 1 in which the hydrodynamic wings are positioned parallel to each other and extend in parallel planes.

b. the apparatus of claim 1 in which the hydrodynamic wings are separated and extend at an angle between the vertical longitudinal plane of the vessel and the horizontal.

c. the apparatus of claim 1 in which the hydrodynamic wings are attached to the hull of the vessel by an axle on one end of the wings, allowing them to pivot from that axle from a retracted position to an extended position

d. the apparatus of claim 1 in which the hydrodynamic wings are mounted on the vessel as dagger boards, where they extend and retract vertically

e. the apparatus of claim 1 in which the hydrodynamic wings are attached to the hull of the vessel as an appendage.

f. the apparatus of claim 1 in which multiple pairs of hydro dynamic wings are attached the hull of a vessel.

2. A method of sailing marine vessels comprising:

a hull with a deck,

a pair of opposed hydrodynamic wings that are independently deployable between a retracted position and an extended position downward from the hull of said vessel and,

a mechanical means of deployment such that the hydrodynamic wings can be deployed or retracted, and held in various positions between the fully retracted and fully deployed positions,

a. The apparatus of claim 2 where the hydrodynamic wings are angled laterally from the vertical, longitudinal plane of the vessel whereby a part of the lift force created by the movement of the extended wings through the water acts to lift the vessel in the water.

b. The apparatus of claim 2 where one hydrodynamic wing is more extended, while the other wing is extended to a lesser degree whereby the more extended wing provides the control of roll of the vessel, and the lesser extended wing provides directional stability and a reduction in leeway.

c. The apparatus of claim 2 where the wings are attached to the hull by an axle on one end and rotate from a retracted to an extended position from said axle, such that a partial retracting of the wing from the fully extended position increases the chord of the foil shape of the wing, in relation to the water passing over it, allowing the fluid flow to stay attached to the foil surface at higher speeds than when the wing is fully extended, whereby the lift force of the wing is available through a higher range of speeds.