WO2025260095A1 - Wing in ground effect (wige) vessel - Google Patents

Abstract

A waterborne vessel includes a fuselage, at least one forward wing coupled to the fuselage, at least one rearward wing coupled to the fuselage and aft of the at least one forward wing, a first pontoon positioned and coupled to a port side of the fuselage, a second pontoon positioned and coupled to a starboard side of the fuselage, and a tail assembly coupled to the fuselage and aft of the at least one rearward wing. The tail assembly includes at least one rudder. The vessel further includes at least one propulsive element coupled to the fuselage and configured to generate airflow toward the tail assembly.

Description

WING IN GROUND EFFECT (WIGE) VESSEL

PRIORITY CLAIM

[0001] This application claims priority to U.S. Provisional Patent Application Serial No. 63/660,069 filed June 14, 2024, the entirety of which is hereby incorporated by reference as if folly set forth herein .

BACKGROUND

[0002] There have been multiple attempts over the last 60 years to implement Wing in Ground Effect (WIGE) phenomena in man-made transportation The following are among the configurations previously designed and constructed Wing In Ground Effect vessels: aircraft, aircraft with a composite wing, canard and tandem.

[0003] Of the aircraft-type design, Wing In Ground Effect vessels (or “ekranoplanes”) were pioneered by engineer R. E. Alekseev in the USSR, in particular models SM3, SM4, SM5, KM, and Orlyonok (https://oldmachinepress.com/category/marine/); all of them were characterized by poor stability, lack of self-stabilization without very active pilot intervention, a complex automatic control system, and demand for highly qualified military" pilots to operate.

[0004] Other examples of aircraft-type WlGEs were Soviet- and Russian-built passenger variant ekranoplanes Aquaglide

(https://www.youtube.com/watch?v=n3XsJLlvOHM) and Volga-2, and German-engineered (Lippisch) X-112, X-114 9 (https://en.wikipedia.org/wiki according to the aircraft scheme /RFB_X-114). All examples of them have low seaworthiness and maneuverability, since they belong to type A WIGEs, regularly lose (abandon) WIGE, and in practicality are not able to maneuver over or around an obstacle from above. These variants also have a large turning radius making their operation very cumbersome, inconvenient and impractical. [0005] Based on Lippisch's aircraft design, Singaporeans built over the last 10 years the AirFish-8 WIGE. The AirFish-8 is a type B ekranoplane which showed some success. Later the project was sold to the Singaporean company Wigent Works (https://www.wigetworks.com). According to unconfirmed information, there was a disaster with one of them, also due to loss of longitudinal stability.

[0006] One of the most advanced designs and overall attempts of WIGEs were made by Italian- Soviet engineer and aircraft designer and inventor R.L. Bartini, who focused on vertical take-off and landing WIGEs. His hybrid aircraft/vessel designs were the first to use a composite wing: WA-14 (https://www.youtube.comAvatch?v=VEbGpKiB_Fc&t=210s). Main challenges incurred by Bartini were lack of proper engines and vertical propulsion systems and marine (pontoon) landing gear. The efforts ended with the death of the inventor and lack of any followers and adequate funding.

[0007] The next ekranoplan of the Russian designer V.V. Kolganov-Ivolga (https://yandex.ru/video/preview714ri689il50392613534) got so far as to develop flying prototypes, but the project was not brought to serial production; the designs were sold to Chinese companies in the 1990s.

[0008] Tandem scheme. According to this scheme, the airfoil of the German designer G. Jorg was built

(https://i.pinimg.com/originals/f3/f6/ 19/13 f619ee5d74d2d71 c 91 c2f3257cef91.jpg). The vessel had good performance in ground effect, but as an A-type ekranoplan it had the standard disadvantages of this type, such as low seaworthiness (wave height no more than 0.5 meters), low maneuverability, (large turning radius), and inability to avoid an obstacle from above.

[0009] Currently, according to this scheme, the Orion ekranoplane is being built in Russia (https:7ekranoplani.ru/d/pl080925.jpg). Several devices have been built. One crashed during testing (due to loss of longitudinal stability), and now this company is creating a new, improved prototype.

[0010] Historically, there were several disadvantages that have limited the development and widespread adoption of these vehicles since the first attempts in early 1970s: [0011] **Limited Operational Environment**: WIGE vehicles are primarily designed to operate over smooth water surfaces. Rough seas, waves, and changing water conditions can significantly impact their performance and safety, limiting their operational weather conditions and environments.

[0012] **Regulatory and Certification Challenges**: There has been a lack of clear regulatory framework and standards for WIGE craft, falling into a grey area between boats and aircraft. This made certification, operational permissions, and international regulations complicated and can hinder development and commercial deployment.

[0013] **Complexity in Navigation and Control**: Controlling a WIGE vehicle, especially during takeoff and landing phases or in turbulent conditions, requires precise navigation and control systems, which can be complex and costly to develop and maintain.

[0014] ^Infrastructure Requirements**: WIGE vehicles historically may have required special launching and landing facilities, as well as maintenance infrastructure that differed from traditional ships or aircraft. That limited their operational flexibility and increased initial setup costs.

[0015] **Safety Concerns**: Due to their operational proximity to the water surface, WIGE vessels historically have been and still today are more susceptible to collisions with waterborne objects and wildlife. Additionally, emergency procedures in case of malfunction are more complex due to the unique operating regime of these vehicles.

[0016] **Limited Range and Pay load**: While offering high speeds, WIGE vehicles had limitations on their range and payload capacity compared to conventional aircraft or ships, particularly for larger designs, due to the constraints imposed by ground effect aerodynamics and fuel efficiency considerations.

[0017] **Public Perception and Acceptance**: Public unfamiliarity with WIGE technology, along with its unusual appearance and operational characteristics, have led to slower acceptance and adoption, impacting the commercial viability of these vessels. [0018] ^Environmental Impact**: The effect of large WIGE craft operating close to the water surface on marine ecosystems and wildlife was not fully understood anticipated, raising potential environmental concerns.

[0019] WIGE effect vessel builders have encountered several persistent problems that remained challenging to address fully. These issues were inherent to the design and operational characteristics of WIGE vessels and present obstacles to their widespread adoption and commercial success:

[9020] ** Stability and Control**: Achieving stable flight within the ground effect zone, especially in varying weather conditions and sea states, is a significant challenge. Controlling a WIGE craft during takeoff, cruising, and landing phases requires sophisticated systems that can adapt to rapid changes in aerodynamic forces. Ensuring stability and control in rough water or in emergency situations remains a complex issue.

[0021] **Regulatory Framework**: The absence of a comprehensive and universally accepted regulatory framework for WIGE vessels complicates their certification, operation, and commercial deployment. This lack of clear classification (as either maritime vessels or aircraft) hindered the development of safety standards, operational guidelines, and international acceptance.

[0022] ** Safety**: Ensuring the safety of WIGE vessels, particularly in terms of collision avoidance with other vessels, obstacles, and marine life, is a major concern. The low- altitude flight mode made it difficult for conventional radar systems to detect and avoid obstacles in time, and emergency landing or w'ater impact scenarios require specific safety measures that are challenging to implement.

[0023] ** Environmental Impact**: The potential environmental impact of WIGE vessels, especially on marine ecosystems and wildlife, has not been fully addressed. The effect of noise, water disturbances, and emissions on marine life, as well as the ecological footprint of operating these vessels, which have historically operated on gasoline or diesel or other fossil fuels, remains a concern. [0024] **Market Viability and Cost-Effectiveness**: Establishing the commercial viability of WIGE vessels in the face of high development, production, and operational costs has been a significant hurdle. The niche market for such crafts, combined with competition from established modes of transportation, make it difficult to achieve economies of scale and justify the investment required for widespread adoption.

[0025] **Range and Payload Limitations**: Expanding the operational range and payload capacity of WIGE vessels without compromising their efficiency and performance has been a challenge. The physical constraints imposed by the ground effect phenomenon and the need for lightweight construction to achieve lift limited the potential for carrying heavy loads or achieving long distances without refueling.

DRAWING FIGURES

100261 FIG. 1 illustrates a top perspective view of an embodiment of the invention;

[0027] FIG. 2 illustrates a top view of an embodiment of the invention;

[0028] FIG. 3 illustrates a rear view of an embodiment of the invention;

[0029] FIG. 4 illustrates a top cross-sectional perspective view of an embodiment of the invention;

[0030] FIG. 5 illustrates a second top perspective view of an embodiment of the invention;

[0031] FIG. 6 illustrates a partial cross-sectional side view of an embodiment of the invention;

[0032] FIG. 7 illustrates a partial cross-sectional top perspective view of an embodiment of the invention;

[0033] FIG. 8 illustrates a rear perspective view' of an embodiment of the invention; [0034] FIG. 9 illustrates fan thrust assemblies according to an embodiment of the invention;

[0035] FIG. 10 illustrates fan thrust assemblies according to an embodiment of the invention; and

[0036] FIGS. 11-38 illustrate various uses and configurations of one or more embodiments of the invention.

DETAILED DESCRIPTION

[0037] This patent application is intended to describe one or more embodiments of the present invention. It is to be understood that the use of absolute terms, such as “must," “will,” and the like, as well as specific quantities, is to be construed as being applicable to one or more of such embodiments, but not necessarily to all such embodiments. As such, embodiments of the invention may omit, or include a modification of, one or more features or functionalities described in the context of such absolute terms.

[0038] Embodiments of the invention may be described in the general context of computer-executable instructions, such as program modules, being executed by a processing device having specialized functionality and/or by computer-readable media on which such instructions or modules can be stored. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. The invention may also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices.

[0039] According to one or more embodiments, the combination of software or computer-executable instructions with a computer-readable medium results in the creation of a machine or apparatus. Similarly, the execution of software or computer-executable instructions by a processing device results in the creation of a machine or apparatus, which may be distinguishable from the processing device, itself, according to an embodiment. [0040] Correspondingly, it is to be understood that a computer-readable medium is transformed by storing software or computer-executable instructions thereon. Likewise, a processing device is transformed in the course of executing software or computer-executable instructions. Additionally, it is to be understood that a first set of data input to a processing device during, or otherwise in association with, the execution of software or computerexecutable instructions by the processing device is transformed into a second set of data as a consequence of such execution. This second data set may subsequently be stored, displayed, or otherwise communicated. Such transformation, alluded to in each of the above examples, may be a consequence of, or otherwise involve, the physical alteration of portions of a computer-readable medium. Such transformation, alluded to in each of the above examples, may also be a consequence of, or otherwise involve, the physical alteration of, for example, the states of registers and/or counters associated with a processing device during execution of software or computer-executable instructions by the processing device.

[0041] As used herein, a process that is performed “automatically” may mean that the process is performed as a result of machine-executed instructions and does not, other than the establishment of user preferences, require manual effort.

[0042] Addressing the problems described above in the Background section of this document is best addressed using a multidisciplinary approach, combining advancements in aerodynamics, materials science, propulsion technology, and environmental science, along with concerted efforts to establish international regulatory' standards and public education campaigns. Continued research and development, coupled with strategic partnerships and regulatory advocacy, are key to overcoming the barriers facing WIGE vessel builders and operators.

[0043] One or more embodiments of the invention may include a combination of methods, devices, and products: wing in ground effect design, wing design, power plant, energy' source, design and connection of hydrogen electric propulsion system in a wing in ground effect vessel, and other methods, combination and products. One or more embodiments of the invention can ensure the necessary stability and controllability of a WIGE vessel in all flight modes, i.e. the ability of the vessel to independently and quickly restore balance caused by external wand, waicr. wave and other climatic interferences. It is also advantageous for a WIGE to have a smooth and quick take-off, steady and continuous movement in ground effect and a safe and comfortable landing in various wind, wave and other w'eather conditions.

[0044J One or more embodiments of the invention achieve a new and improved Wing in Ground Effect ( WIGE) vessel that will exceed all currently known characteristics for marine transport and achieve radical improvements as to speed, cost, and efficiency of coastal and interisland passenger and cargo transport. One or more embodiments of the invention include a tandem layout scheme applying new solutions based on novel calculation methods and techniques. In one or more embodiments of the invention, attention is paid to the issue of stability in screen mode and maneu vering using novel algorithms and a type B ekranoplan with the a bility to fly at an altitude of up to, for example, 150 meters.

[0045] One or more embodiments of the invention involve the development and use of new types of hydrogen engines, both with propeller and jet engines. Development and application of hydrogen fuel systems, for example the use of liquid hydrogen, as well as the production of hydrogen directly on board (directly from water) via electrolysis using, for example, an electrolyzer 350 (see, e.g., Fig. 2), which, in varying embodiments, maybe located in or on any component of the vessel 10 described in greater detail herein below.

[0046] One or more embodiments of the invention may be referred to herein as the Sea Cheetah WIGE vessel. Referring to Figures 1-3 in particular, a first element of a WIGE vessel 10 according to an embodiment of the invention may be an aerohydrodynamic arrangement of a dual wing group 20 with one wing of the group located behind the other in a "‘tandem” configuration. Vessel 10 includes a bow 360 and a stem 370 (see Figure 5).

[0047] The dual wing group 20 includes wing center sections front 30 and rear 40 disposed on both the port and starboard sides of the fuselage 50 and located between the fuselage and pontoons 60, wiiich are also disposed on both the port and starboard sides of the fuselage. These components enable the vessel 10 to generate and maintain “whig in ground effect” during operation.

[0048] The w ing outer sections, front 70 and rear 80, of the dual wing group 20 work to maintain aerodynamic functionality of the WIGE vessel 10 movement. Rear outer section 80 may include winglets 330 that may be rotatable about an axis parallel to the direction of movement of the vessel 10 and/or perpendicular to a leading edge of the rear outer section. Wing group 20 may further include end washers 340 that may be coupled to front and rear sections 70, 80, as well as winglets 330. In a preferred embodiment, the front sections 70, from the fuselage 50 (and/or pontoons 60) to the end washers 340, is positioned at an elevation lower than that of rear sections 80 relative to the surface over which vessel 10 is positioned. Additionally, and in an embodiment, front sections 70 may further be at least partially concave in configuration relative to the horizontal plane of rear sections 80.

[0049] These wing outer sections 70, 80, together with elements of a tail assembly 130, which is aft of rear section 80, such as an elevator 90, stabilizer 320, rudder 100 and keel 110, all of which serve to define closed-wing interior portion 380 (see Figure 5) of the tail assembly and promote stability and responsiveness of the WIGE vessel 10 in ground effect mode and other modes of movement. In varying embodiments, a portion of the fuselage 50 may be within the interior portion 380 of the tail assembly 130 or none of the fuselage may be within the interior portion of the tail assembly.

[0050] An optionally advantageous feature of this WIGE vessel 10 is that the dual wing group 20 is attached to the pontoon 60 via one or more pylons 120, which significantly improves the aerodynamic quali ties of the dual wing group.

[0051] Significant improvements in aerohydrodynamic characteristics in ground effect mode and aircraft mode of operation rue achieved through the following innovative features of the vessel 10 design according to one or more embodiments:

[0052] Empennage (positioning of the wings 20) relative to the fuselage 50;

[0053] The “tandem” wing 20 design;

[0054] The geometry of the dual wing group 20; and

[0055] The arrangement of tail assembly 130.

[0056] These elements allow the WIGE vessel 10 to achieve the desired results through selection of the necessary elements for takeoff and landing, and continuous flight. [0057] The total area of the dual wing group 20 can provide a relatively low specific wing load (e.g., ca. 140-150 kg/m2). This low specific wing load makes it possible to minimize the time for the vessel 10 to enter the ground effect, qualifying it as an “STOL” (short take-off and landing) craft.

[0058] Another optionally advantageous function of the low specific wing load is the ability of the vessel 10 to maintain continuous ground effect in flight.

[0059] In terms of hydrodynamic layout, the WIGE vessel 10 is, according to an embodiment, a catamaran, which offers several advantages. The pontoons 60 of the catamaran work to improve lateral ship stability (which is critical for safe and comfortable takeoff and landing), enhance seaworthiness, and strengthen the ground effect by acting as aerodynamic bolsters to enclose the air cushion below' the vessel 10, particularly the fuselage 50, during flight.

[0060] The pontoons 60 also provide storage space for various types of systems and equipment (e.g., propulsion, navigation, etc.), thereby freeing up space in the fuselage 50 for passengers or cargo.

[0061] One feature of the WIGE vessel's 10 design according to an embodiment is a proprietary vertical lift system, which consists of a set of bladeless fans 140 and 150 respectively illustrated in Figures 4 and 5 and incorporated into the leading edge of the rear wing 80 center sections 40 and the trailing edge of the front wing 70 center section 30.

[0062] Referring to Figure 3, this proprietary vertical lift system pumps air downward underneath the vessel 10 into an interior area 220 (see Figures 3 and 7) limited laterally by the pontoons 60 and to aft by the flap inner sections 160 and lift spoilers 170. The vessel 10 also includes ailerons 180 on winglets 330 and flap outer sections 190.

[0063] In an embodiment, and as best illustrated in, for example, Figures 9-11, vertical lift from motor- and-fan thrust assemblies 200, 210 located in the pontoons 60 and/or fuselage 50 can promote faster take off, smoother entry into ground effect, and short and comfortable landings, in particular in rough sea conditions. These fans 200, 210 collect and force ambient air through ducts 390 that exit to the interior area 220 between the pontoons 60, which creates higher pressure under the vessel 10 during take-off and landing when the vessel’s flaps 160, 190 are down. This vertical lift is also advantageous in maintaining the WIGE vessel’s 10 amphibious properties, providing independent water entry' and access to unprepared shallow shorelines and during taxiing.

[0064] For going ashore and taxiing (as needed), retractable wheels 230 as illustrated in Figure 6 may be located in the lower part of the pontoons 60, two for each pontoon in an embodiment.

[0065] As best illustrated in Figures 1 and 3, in the aft part of the WIGE vessel 10, on the rear wings 80 in the area of the pontoons 60, there are engine mount pylons 240 of two propulsion engines 250 (preferably electric), the air pusher propellers 260 of which are located in propeller ducts 270. Behind the propulsion engines 250, along the axis of the propellers 260, are the two keels 110 with rudders 100. The air flow from the propellers 260 passing over the aerodynamic surfaces of the rudders 100 improves the maneuverability' of the vessel 10.

[0066] The use of electric motors can significantly increase available power, which is advantageous for taking off from water. Hydrogen fuel cells 280, which may be located in the lower part of the fuselage 50, can be used as a source of electricity on the WIGE vessel 10. Hydrogen tanks 290 for fuel cells can be located in the pontoons 60, By using hydrogen, the WIGE vessel 10 does not release harmful emissions into the atmosphere.

[0067] Loading and unloading onto the WIGE vessel 10 may be done from the stern 370. For this purpose, a retractable ramp 300 providing access to the fuselage 50 is provided, which can transform into a diving/jumping platform 310 that provides a convenient feature for passengers when the WIGE vessel 10 is moored.

[0068] The WIGE vessel 10 described above addresses at least the following seven points:

[0069] 01 ZERO-EMISSION

[0070] Benefits:

[0071] - Long-term, sustainable growth

[0072] - 100% Clean [0073] - Guilt free

[0074] - Political support & advocacy

[0075] 02 TIME REDUCTION

[0076] Benefits:

[0077] - Immediacy

[0078] - Gives back time

[0079] - Eliminates “forced-time”

[0080] 03 COMFORT & SPEED

[0081] Benefits:

[0082] - Ease & Convenience

[0083] - Unrivaled comfort

[0084] - Creating life-long memories

[0085] - Unique physical & psychological sensation

[0086] - Unprecedented

[0087] - Unique brand, product & storytelling opportunities

[0088] 04 IMPACT

[0089] Benefits:

[0090] - Pioneering concept

[0091] - First to market

[0092] - Paradigm-changing

[0093] - Industry defining

[0094] - Culturally iconic

[0095] 05 HYDROGEN ECONOMY

[0096] Benefits:

[0097] - Essential, trailblazing technology [0098] - Pioneering concept

[0099] - First to market

[00100] - Paradigm-changing

[00101] - Hydrogen defining

[00102] - Technology iconic

[00103] 06 CAN ACCOMMODATE UNMANNED / AUTOMATED

OPERATION

[00104] Benefits:

[00105] - Ease and convenience to operate

[00106] - Lack of FAA regulatory hurdles

[00107] - Unprecedented precision

[00108] - Owner can be an operator

[00109] - Seamless travel experience

[00110] 07 ECONOMIC DEVELOPMENT

[00111] Benefits:

[00112] - Delivering a vision of a higher-purpose

[00113] - Positive contribution to mankind

[00114] - Leadership status

[00115] While the preferred embodiment of the invention has been illustrated and described, as noted above, many changes can be made without departing from the spirit and scope of the invention. Accordingly, the scope of the invention is not limited by the disclosure of the preferred embodiment. Instead, the invention should be determined entirely by reference to the claims that follow.

Claims

What is claimed is:

1. A waterborne vessel, comprising: a fuselage; at least one forward wing coupled to the fuselage; at least one rearward wing coupled to the fuselage and aft of the at least one forward wing; a first pontoon positioned and coupled to a port side of the fuselage; a second pontoon positioned and coupled to a starboard side of the fuselage; a tail assembly coupled to the fuselage and aft of the at least one rearward wing, the tail assembly comprising at least one rudder; and at least one propulsive element coupled to the fuselage and configured to generate airflow toward the tail assembly.

2. The vessel of claim 1 , wherein at least a portion of the at least one forward wing is positioned at an elevation lower than that of the at least one rearward wing relative to a surface over which the vessel is positioned.

3. The vessel of claim 1, wherein the at least one forward wing is at least partially concave in configuration relative to a horizontal plane of the at least one rearward wing.

4. The vessel of claim 1, further comprising an electrolyzer coupled to the fuselage.

5. The vessel of claim 1, wherein the at least one propulsive element is configured to generate airflow over the at least one rudder.

6. The vessel of claim 1 , wherein the tail assembly further comprises one or more aerodynamic surfaces oriented horizontally relative to a surface over which the vessel is positioned.

7. The vessel of claim I, wherein the tail assembly is of a closed-wing configuration having an interior.

8. The vessel of claim 1, further comprising at least one wheel coupled to the fuselage.

9. The vessel of claim 8, wherein each of the at least one wheel is retractable into at least one of the first and second pontoons.

10. The vessel of claim 1, further comprising at least one fan thruster coupled to the fuselage and configured to force ambient air into an interior region between the first and second pontoons and beneath the fuselage.

11 . The vessel of claim 10, wherein the at least one fan thruster is positioned on at least one of the first and second pontoons.

12. Tire vessel of claim 1, further comprising at least one aerodynamic surface coupled to and extending from at least one of the at least one forward wing and at least one rearward wing.

13. The vessel of claim 1, further comprising flaps coupled to at least one of the at least one forward wing and at least one rearward wing.

14. The vessel of claim 1 , further comprising lift spoilers coupled to at least one of the at least one forward wing and at least one rearward wing.

15. The vessel of claim 12, wherein the at least one aerodynamic surface comprises at least one aileron. ABSTRACT

A waterborne vessel includes a fuselage, at least one forward wing coupled to the fuselage, at least one rearward wing coupled to the fuselage and aft of the at least one forward w’ing, a first pontoon positioned and coupled to a port side of the fuselage, a second pontoon positioned and coupled to a starboard side of the fuselage, and a tail assembly coupled to the fuselage and aft of the at least one rearward wing. The tail assembly includes at least one rudder. The vessel further includes at least one propulsive element coupled to the fuselage and configured to generate airflow toward the tail assembly.

What is claimed is:

1. A waterborne vessel, comprising: a fuselage; at least one forward wing coupled to the fuselage; at least one rearward wing coupled to the fuselage and aft of the at least one forward wing; a first pontoon positioned and coupled to a port side of the fuselage; a second pontoon positioned and coupled to a starboard side of the fuselage; a tail assembly coupled to the fuselage and aft of the at least one rearward wing, the tail assembly comprising at least one rudder; and at least one propulsive element coupled to the fuselage and configured to generate airflow toward the tail assembly.

2. The vessel of claim 1 , wherein at least a portion of the at least one forward wing is positioned at an elevation lower than that of the at least one rearward wing relative to a surface over which the vessel is positioned.

3. The vessel of claim 1, wherein the at least one forward wing is at least partially concave in configuration relative to a horizontal plane of the at least one rearward wing.

4. The vessel of claim 1, further comprising an electrolyzer coupled to the fuselage.

5. The vessel of claim 1, wherein the at least one propulsive element is configured to generate airflow over the at least one rudder.

6. The vessel of claim 1 , wherein the tail assembly further comprises one or more aerodynamic surfaces oriented horizontally relative to a surface over which the vessel is positioned.

7. The vessel of claim I, wherein the tail assembly is of a closed-wing configuration having an interior.

8. The vessel of claim 1, further comprising at least one wheel coupled to the fuselage.

9. The vessel of claim 8, wherein each of the at least one wheel is retractable into at least one of the first and second pontoons.

10. The vessel of claim 1, further comprising at least one fan thruster coupled to the fuselage and configured to force ambient air into an interior region between the first and second pontoons and beneath the fuselage.

11 . The vessel of claim 10, wherein the at least one fan thruster is positioned on at least one of the first and second pontoons.

12. Tire vessel of claim 1, further comprising at least one aerodynamic surface coupled to and extending from at least one of the at least one forward wing and at least one rearward wing.

13. The vessel of claim 1, further comprising flaps coupled to at least one of the at least one forward wing and at least one rearward wing.

14. The vessel of claim 1 , further comprising lift spoilers coupled to at least one of the at least one forward wing and at least one rearward wing.

15. The vessel of claim 12, wherein the at least one aerodynamic surface comprises at least one aileron.