Underwater wings for providing lift to boats

Abstract

A hydrofoil system provides lift to a motor-powered displacement hull without raising the hull out of the water. The hydrofoil system includes a pair of laterally opposed forward hydrofoil wings positioned respectively on the first pontoon and second pontoon forward a center of gravity of the hull. The forward hydrofoil wings extend laterally inboard and downwards towards each other. The hydrofoil system also includes a pair of laterally opposed aft hydrofoil wings positioned near the stern of the hull on the first pontoon and second pontoon respectively. The aft hydrofoil wings extend laterally inboard towards each other and have an upper surface with convex curvature that extends from the respective first pontoon or second pontoon to an inboard terminal end thereof.

Description

FIELD

The present invention relates generally to underwater wings for providing lift to boats. More particularly, embodiments of the present invention comprise a hydrofoil system that attaches to the hull or hulls of a pontoon or tri-toon boat. The system preferably comprises one or more hydrofoils, mounting brackets, and a mechanism for raising and lowering the foils relative to the water, said mechanism ideally being controllable from the helm of the boat.

BACKGROUND

Boating and other water sports are popular outdoor activities that many people enjoy. Boats are generally inefficient because they are heavy and create a lot of drag in the water. While many solutions have been proposed for increasing efficiency for watercraft, including streamlining, reducing weight, and increasing buoyancy, most manufacturers today ignore the true problems of boat weight, drag, and efficiency, and instead attempt to overcome these problems simply by partnering with engine manufacturers who build bigger, more expensive motors to accommodate the performance demands of heavy and inefficient hulls.

One common solution in the industry is the use of hydrofoils to provide lift to the boat. A hydrofoil is basically a lifting surface that acts like a wing in the water, similar to the way an airfoil works to provide lift to aircraft. Traditional hydrofoils are nothing new. But while they have been around for decades, they have generally attempted to solve a different problem than the present invention. Traditional hydrofoils were created to lift military and commercial boats completely out of the water. They have also been used in sailing and watersports industries but have failed to become mainstream because of serious safety issues associated with loss of lift in the wings during flight due to ventilation and issues relating to landing the boat back in the water.

The problems of inefficient, heavy hulls are particularly pronounced in pontoon and tri-toon boats, since they are displacement hulls. Displacement hulls are designed to plow through the water instead of glide above it. These types of boats are generally slower, heavier, and carry larger loads than speedboats and other recreational watercraft, which have planing hulls that are designed to rise up and glide across the water's surface when enough propulsion is provided. Other efforts have been made to provide hydrofoil-type lift for pontoon and tri-toon boats, but these efforts do not provide the advantages and efficiencies of the present invention. For example, many pontoon manufacturers advertise and sell “lifting strakes,” which are essentially small protrusions extending from the edges of pontoons to help provide hydrodynamic efficiency. Additionally, another popular design in the art has been the Pontoon Water Glide, which is described in U.S. Pat. No. 6,016,762. However, these products do not provide the design features or the designated lift of the present invention. For example, the product and patent mentioned above does not comprise a wing that extends substantially across the space between two pontoons and instead is designed as an additional displacement hull effectively resembling a third pontoon positioned in the middle of the hull. The present invention overcomes the above and other deficiencies by providing an efficient underwater wing system especially adapted for use in pontoon and tri-toon boats.

SUMMARY

The present invention relates generally to a hydrofoil system for providing lift to boats. More particularly, the invention comprises an adjustable mounting system and underwater wing(s) that attach to the hull or hulls of a pontoon or tri-toon boat. The purpose of the wing system is to provide an adjustable and designated amount of lift to reduce drag and improve performance of the watercraft. This is different from a traditional hydrofoil, which is designed to lift a boat completely out of the water.

It is one object of the present invention to provide a system for providing lift to a watercraft during operation.

It is a further object of the present invention to provide a system that provides a generally designated amount of lift to a watercraft during operation.

It is a further object of the present invention to provide a system that provides a mechanism to adjust the foil depth.

It is a further object of the present invention to provide a system that provides lift to a watercraft without raising the watercraft completely out of the water during operation.

It is a further object of the present invention to provide a system that can be attached to the hull of a pontoon boat.

It is a further object of the present invention to provide a system that can be attached to the hull of a tri-toon boat.

It is a further object of the present invention to provide a system that can be installed on a new or an existing watercraft.

It is a further object of the present invention to provide a system that reduces drag on the water, provides increased efficiency, and allows for smaller engines, less fuel and oil, and reduced maintenance.

It is a further object of the present invention to provide a system that improves speed and performance, stabilizes the ride, and reduces pounding typically caused by waves while boating.

These objectives are illustrative in nature. Additional advantages and applications for the present invention will be readily apparent to persons skilled in the art upon a review of the invention and the disclosures contained herein.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings referenced below are included so that the features and advantages of the presently disclosed invention may be better understood. It should be noted, however, that the attached drawings are meant only to be illustrative of particular embodiments of the invention and should not be considered limiting of its scope. The invention itself, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of the preferred embodiment when read in conjunction with the attached drawings, which are summarized below:

FIG. 1 depicts an isometric view of an exemplary design of a wing structure (with pontoons, for context) in accordance with one embodiment of the present invention.

FIG. 2 depicts a front view of an exemplary design of a wing structure attached to a pontoon boat in accordance with one embodiment of the present invention.

FIG. 3 depicts a front view of another exemplary design of a wing structure attached to a pontoon boat in accordance with another embodiment of the present invention.

FIG. 4 depicts a front view of an exemplary design of a wing structure attached to a tri-toon boat in accordance with another embodiment of the present invention.

FIG. 5 depicts a front view of another exemplary design of a wing structure attached to a tri-toon boat in accordance with another embodiment of the present invention.

FIG. 6 depicts exemplary wing profiles as tested for use in exemplary embodiments of the present invention. It includes three wing profiles labeled 6a, 6b, and 6c.

FIG. 7 depicts expected forces applied to the wing profile 6a.

FIG. 8 depicts an alternate embodiment of the present invention comprising two separate wing portions.

FIG. 9 depicts an alternate embodiment of the present invention comprising two separate curved wing portions in a “J” shape attached to pontoons via hydraulic mounts.

FIG. 10 depicts a front view of another exemplary design of a wing structure attached to brackets on a pontoon boat in accordance with another embodiment of the present invention.

FIG. 11 depicts the embodiment of FIG. 10 with the wing portion in a raised position along the brackets.

FIG. 12 depicts an isometric view of an exemplary design of a wing structure (with pontoons, for context) in accordance with another embodiment of the present invention.

FIG. 13 depicts a front view of the exemplary design of FIG. 12 (with a boat pictured).

DETAILED DESCRIPTION

Presently preferred embodiments of the invention are shown in the above-identified figures and described in detail below. In describing the preferred embodiments, like or identical reference numerals are used to identify common or similar elements. The figures are not necessarily to scale, and certain features and certain views of the figures may be shown exaggerated in scale or in schematic in the interest of clarity and conciseness.

The present invention relates generally to a hydrofoil system for providing lift to boats. More particularly, the invention comprises hydrofoils, brackets, and a mechanism allowing the hydrofoils to be adjusted. The system could be attached to the hull or hulls of a pontoon or tri-toon boat. The invention described herein relates to watercraft with aluminum hulls such as pontoon or tri-toon boats or watercraft with hulls of similar material to which the wing structure may be attached.

In a preferred embodiment of the present invention, a wing structure is attached to the bottom or inside hull of a pontoon or tri-toon boat. The purpose of the wing structure is to provide a designated amount of lift required to reduce drag and improve performance during operation. This approach is different than a typical hydrofoil, which is designed to lift a boat or other watercraft completely out of the water. In the design of the present invention, different wing types, sizes, or shapes may be fitted for different types of watercraft based upon the lift needs. This allows the wing structure of the present invention to deliver the performance metrics desired for each type of watercraft. Major factors that impact the wing design are the watercraft hull design, weight, length, and the horsepower of the engine. By providing a designated amount of lift, the wing structure reduces drag on the water, which in turn improves the performance and speed. This also decreases fuel and oil consumption and reduces stress on the watercraft motor.

The preferred design of the present invention generally comprises three major parts: (1) a wing; (2) one or more mounting brackets; and (3) a mechanism allowing the wing to be adjusted. Preferably, the wing structure, mounting bracket(s), and adjustable mechanism are each made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. A single, molded piece of high-strength aluminum is a preferred material at least for pontoon and tri-toon boats, because it may easily be welded or fastened to the hulls using structural adhesives such as methylmethacrylate. Additionally, the system of the present invention should be able to withstand intense pressure from water forces-such as 1,500 lbs. or more of pressure. The wings of the present invention should ideally also be thinner than one may expect—for example, in the order of 1 inch thick for a 24-foot pontoon boat where the wing span is 48 inches and the cord length is 12 inches. Thus, the wing should be as thin as possible while still having the strength necessary to carry the heavily load of the watercraft. The composition and internal design of the wing is an important consideration. For example, the appropriate foil for a given boat will take into consideration the size and weight of the boat itself and the expected passenger load. If the wing is too big, the boat may fly out of the water. If it is too small, the wing will not deliver the speed and performance goals. Additionally, the internal structure of the wing must be strong enough to support the weight of the boat at desired speeds. Accordingly, the foil itself may comprise internal ribs and braces (rather than being solid) to provide structural strength while minimizing the weight of the foil itself—much like an aircraft wing.

The wing size will be determined by the amount of lift needed. For example, an 18-foot pontoon boat would have a smaller wing than a 24-foot pontoon boat. The design of the present invention should be relatively low profile to reduce drag. Preferably, the angle of attack is between −2 and +2 degrees. In some embodiments, the angle of attack is adjustable. For example, the hydrofoil wing may comprise a plurality of bolts or other locking mechanisms that may be adjustable to change the angle of the front of the wing relative to the water surface. Preferably, the change in angle is adjustable at 1-degree increments, but other discrete and continuous variations are contemplated and intended to be within the scope of the disclosed embodiment. The angle may be changed by rotating the wing about an axis or by raising and lowering a portion of the wing (e.g., by sliding along a bracket or other slide) while the remainder of the wing is fixed in place, thus changing the angle of the wing relative to the surface of the water.

The shape of the wing itself is also an important factor. In various embodiments of the present invention, the wing is a surface piercing hydrofoil, which are typically “U”, “V”, “C”, “L”, or “J”-shaped. Alternately, the wing can be a fully submerged hydrofoil with an inverted “T” shape. Moreover, while various embodiments of the present invention comprise a single wing that is connected either to a stabilizing mast and plate or to two pontoon hulls, alternate embodiments are contemplated as within the scope of the present invention, including embodiments comprising two separate wings, each of which is attached to a separate pontoon hull. Additionally, the wing of the present invention preferably comprises fences positioned along the wing to promote laminar water flow. The fences are a critical component of the ideal wing design since they help reduce ventilation, which causes loss of lift in the wings.

The location where the wing is attached to the hull varies depending on the hull design of the watercraft, the length and weight of the watercraft, and the horsepower of the engine. For example, in some embodiments, the system comprises a single wing, which is preferably positioned toward a front half of the watercraft. In other embodiments, the system comprises a plurality of wings—e.g., a front wing positioned forward of a midpoint region of the watercraft and a second wing positioned aft of a midpoint of the watercraft. Each of the wings in such an embodiment may be manipulated as described herein. For example and without limitation, either or both wings may be raised or lowered as described herein, and/or the angle of attack of each wing may be adjustable relative to the surface of the water.

Additionally, the wing or wings of the present invention may be removable, such that a watercraft may use the hydrofoil wings when such use is desired or the wing or wings may be removed when the hydrofoil effect is not needed or when the wing or wings need to be maintained or repaired.

FIG. 1 depicts an isometric view of an exemplary design of a wing structure (with pontoons, for context) in accordance with one embodiment of the present invention. This exemplary embodiment of the invention is the portion in FIG. 1 denoted as element 1. This exemplary embodiment comprises wing portion 2, a stabilizing mast 3, and a stabilizing plate 4, all of which are formed as a single system 1. Preferably, the wing structure 1, stabilizing mast 2, and stabilizing plate 3 are each made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. The system 1 may be bolted to the hull of a boat (not pictured) at stabilizing plate 4. Pictured in FIG. 1 are pontoons 5, which carry the boat in the water. The wing structure 2 may span a portion of the width between the pontoons (i.e., less than 75 percent of the width), substantially the entire width (i.e., greater than 75 percent), or the entire width. The wing structure 2 may also be connected to the pontoons 5 for additional support and stability.

FIG. 2 depicts a front view of an exemplary design of a wing structure attached to a pontoon boat in accordance with one embodiment of the present invention. This exemplary embodiment of the invention is the portion in FIG. 2 denoted as element 1. This exemplary embodiment comprises wing portion 2, a stabilizing mast 3, and a stabilizing plate 4, all of which are formed as a single system 1. Preferably, the wing structure 1, stabilizing mast 2, and stabilizing plate 3 are each made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. The system 1 is preferably bolted to the hull of a boat 6 at stabilizing plate 4. Pictured in FIG. 2 are pontoons 5, which carry the boat in the water. The waterline appears as element 7 in FIG. 2. The wing structure 2 may also be welded to the pontoons 5 for additional support and stability, as shown.

FIG. 3 depicts a front view of another exemplary design of a wing structure attached to a pontoon boat in accordance with another embodiment of the present invention. This exemplary embodiment of the invention is the portion in FIG. 3 denoted as element 1. This exemplary embodiment comprises wing portion 2, a stabilizing mast 3, and a stabilizing plate 4, all of which are formed as a single system 1. Preferably, the wing structure 1, stabilizing mast 2, and stabilizing plate 3 are each made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. The system 1 is preferably bolted to the hull of a boat 6 at stabilizing plate 4. Pictured in FIG. 3 are pontoons 5, which carry the boat in the water. The waterline appears as element 7 in FIG. 3.

FIG. 4 depicts a front view of an exemplary design of a wing structure attached to a tri-toon boat in accordance with another embodiment of the present invention. This exemplary embodiment of the invention is the portion in FIG. 4 denoted as element 1. This exemplary embodiment comprises wing portion 2 but does not include a stabilizing mast or stabilizing plate, as the middle pontoon 5 serves as the support for the wing in the tri-toon embodiment. Preferably, the wing structure 1 is made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. The system 1 is welded to the pontoons 5, as shown. The waterline appears as element 7 in FIG. 4.

FIG. 5 depicts a front view of another exemplary design of a wing structure attached to a tri-toon boat in accordance with another embodiment of the present invention. This exemplary embodiment of the invention is the portion in FIG. 5 denoted as element 1. This exemplary embodiment comprises wing portion 2 but does not include a stabilizing mast or stabilizing plate, as the middle pontoon 5 serves as the support for the wing in the tri-toon embodiment. Preferably, the wing structure 1 is made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. The system 1 is welded to the pontoons 5, as shown. The waterline appears as element 7 in FIG. 4. This embodiment differs from that of FIG. 4 at least because the wing structure 2 has a different shape. As stated above, various wing shapes and designs are contemplated as being within the scope of the present invention. Here, the wing structure 2 attaches at the base of the middle pontoon 5 and near the center of outer pontoons 5, forming more of a V-shaped design.

FIG. 6 depicts exemplary wing profiles as tested for use in exemplary embodiments of the present invention. Profile 6a depicts wing profile NACA (National Advisory Committee for Aeronautics) 2306. Profile 6b depicts wing profile NACA 4306. Profile 6c depicts wing profile NACA 4506. These wing profiles have been tested with a prototype of the claimed invention and yielded adequate results.

FIG. 7 depicts expected forces applied to the wing profile 6a. As shown, during ideal operation, the angle of attack for the wing structure is between 3 and 5 degrees.

FIG. 8 depicts an alternate embodiment of the present invention comprising two separate wing portions. This exemplary embodiment comprises wing portions 8 and 9, which together form a single system. Preferably, the two wing portions 8 and 9 are each made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. Wing portions 8 and 9 may be attached to pontoons 5 via bolts, welding, or other suitable connections. Preferably, wings 8 and 9 are attached to brackets (not shown) on pontoons 5. The waterline appears as element 7 in FIG. 8, and the hull of the boat appears as element 6.

FIG. 9 depicts an alternate embodiment of the present invention comprising two separate curved wing portions in a “J” shape attached to pontoons via hydraulic mounts. This exemplary embodiment of the present invention comprises wing portions 8 and 9, substantially J-shaped, and brackets 10, all of which are formed as a single system. Preferably, the wing portions 8 and 9 are made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. Wing portions 8 and 9 are preferably attached to pontoons 5 via mounting brackets 10 placed on the inner sides of pontoons 5. The brackets 10 are preferably bonded to the hulls via methyl methacrylate adhesive (MMA), though they could also be attached via other adhesive or bolted or welded to the pontoons 5. Preferably, the height of the wing relative to the waterline 7 is also adjustable via a strut. For example, the wings 8 and 9 are preferably adapted to slide up and down on the brackets 10 toward or away from hull 6 via electromechanical slides, a hydraulic lift (which may be electromechanically operated), or a manual crank, any of which may be operated from inside the boat. In the preferred embodiment, the wing may be raised or lowered via a hydraulic mount actuated from the helm of the boat. However, other designs are contemplated as being within the scope of the present invention. For example, in alternate embodiments, the wing(s) would pivot or swivel into and out of position. These alternate embodiments may similarly make use of a hydraulic mount, an electromechanical socket, or a manual hinge, any of which may be operated from the helm of the boat or another location inside or outside the boat.

Additionally, in an alternate embodiment, the wing(s) may be raised or lowered—and/or the angle of attack adjusted—via a remote connection to a mobile device. For example, the adjustable mechanism responsible for raising and lowering the wing(s) and/or for adjusting the angle of attack of the wing(s) may be connected to a computer or other processing device, which itself may comprise or be connected to a communication module such as a modem, cellular device, or other telecommunications apparatus. Such a configuration may facilitate communication (e.g., over a wireless connection such as a cellular, Bluetooth, or other wireless connection) with a mobile device including an application for managing the configuration of one or more wing(s) and/or angle of attack of said wing(s). Such an application may permit a user to adjust the height of a hydrofoil wing or the angle of attack of said wing via an application on a smartphone rather than by mechanical or other adjustment from, e.g., a helm of the boat, as described herein.

FIG. 10 depicts a front view of another exemplary design of a wing structure attached to brackets on a pontoon boat in accordance with another embodiment of the present invention. This exemplary embodiment of the present invention comprises wing portion 2 and brackets 10, all of which are formed as a single system. Preferably, the wing portion 2 is made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. Wing portion 2 is preferably attached to pontoons 5 via mounting brackets 10 placed on the inner sides of pontoons 5. The brackets 10 are preferably bonded to the hulls via methyl methacrylate adhesive (MMA), though they could also be attached via other adhesive or bolted or welded to the pontoons 5. Preferably, the height of the wing relative to the waterline 7 is also adjustable via a strut. For example, the wings are preferably adapted to slide up and down on the brackets 10 toward or away from hull 6 via electromechanical slides, a hydraulic lift, or a manual crank, any of which may be operated from inside the boat.

FIG. 11 depicts the embodiment of FIG. 10 with the wing portion in a raised position relative to the waterline 7 along the brackets 10.

FIG. 12 depicts an isometric view of an exemplary design of a wing structure (with pontoons, for context) in accordance with another embodiment of the present invention. FIG. 13 depicts a front view of the exemplary design of FIG. 12 (with a boat pictured). This exemplary embodiment of the present invention comprises wing portions 8 and 9, which are preferably positioned forward of the center of gravity 17 of the pontoon boat. Preferably, the wing portions 8 and 9 are made from military-grade aluminum (e.g., 5083-H116 or 5086-H116), though other materials are also contemplated, such as fiberglass, carbon fiber, titanium, plastic, or other materials. Wing portions 8 and 9 are preferably attached to pontoons 5 via mounting brackets 11 and 12, placed on the inner sides of pontoons 5. The brackets 11 and 12 are preferably bonded to the hulls via methyl methacrylate adhesive (MMA), though they could also be attached via other adhesive or bolted or welded to the pontoons 5. Additionally, the wings 8 and 9 preferably each have a first terminal end and a second terminal end such that the first terminal end is attached to the bracket 11 or 12. Preferably, the brackets 11 and 12 are configured to allow the wings 8 and 9 to rotate about a longitudinal axis at the point of attachment to the pontoon hulls 5. Preferably, the height of the second terminal end of each wing 8 or 9 is configured to be raised or lowered relative to the waterline 7. For example, the wings 8 and 9 are preferably adapted to rotate about the brackets 11 and 12 such that the terminal end of each wing closer to the centerline of the boat raises and lowers. In a preferred embodiment, wing 8 is attached to an adjustable mount 15, and the wing 9 is attached to adjustable mount 16. The adjustable mounts 15 and 16 may be operated via electromechanical slides, a hydraulic lift (which may be electromechanically operated), or a manual crank, any of which may be operated from inside the boat. In the preferred embodiment, the wings 8 and 9 may be raised or lowered via an adjustable mount actuated from the helm of the boat. However, other designs are contemplated as being within the scope of the present invention. The preferred design of the present invention also includes secondary wings 13 and 14, which are mounted on the inside of pontoons 5 and curve upward toward the water surface 7. Ideally, secondary wings 13 and 14 are placed near the aft of the pontoon boat and remain fixed during operation—i.e., they are not raised and lowered like wings 8 and 9. Secondary wings 13 and 14 provide stability during operation of the pontoon boat. While secondary wings 13 and 14 preferably remain fixed, their attack angle may be adjusted, similar to the way the attack angles of wings 8 and 9 are adjustable. Moreover, while secondary wings 13 and 14 preferably remain fixed, the present invention does contemplate that one may install more than one adjustable wing or more than one adjustable pair of wings as described herein.

Although the invention has been described with reference to one or more particular embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments as well as alternative embodiments of the invention will become apparent to persons skilled in the art upon reference to the description of the invention. It is therefore contemplated that the appended claims will cover any such modifications or embodiments that fall within the scope of the invention.

Claims

1. A boat comprising: a motor-powered displacement hull having a deck upwardly supported by a first pontoon and a second pontoon that extend from a bow of the hull to a stern of the hull in a longitudinal direction;a hydrofoil system that provides lift to the hull without raising the hull out of water, the hydrofoil system comprising: (a) a pair of laterally opposed forward hydrofoil wings positioned respectively on the first pontoon and second pontoon forward a center of gravity of the hull, the forward hydrofoil wings extending laterally inboard and downwards towards each other; and(b) a pair of laterally opposed aft hydrofoil wings positioned near the stern of the hull on the first pontoon and second pontoon respectively, the aft hydrofoil wings (i) extending laterally inboard towards each other and (ii) having an upper surface with convex curvature extending from the respective first pontoon or second pontoon to an inboard terminal end thereof.

2. The boat of claim 1, wherein both of the forward hydrofoil wings have a terminal end at which the forward hydrofoil wings are closest to each other, and the terminal end is below a bottom of the first pontoon and second pontoon.

3. The boat of claim 1, wherein both of the forward hydrofoil wings have an adjustable attack angle between a direction of water flow when the hull is moving forward and a forward leading edge of the respective forward hydrofoil wing.

4. The boat of claim 1, wherein both of the aft hydrofoil wings have an adjustable attack angle between a direction of water flow when the hull is moving forward and a forward leading edge of the respective aft hydrofoil wing.

5. The boat of claim 1, wherein the forward hydrofoil wings and the aft hydrofoil wings are attached to the respective first and second pontoon with adhesive.

6. The boat of claim 1, wherein a forward leading edge of the respective aft hydrofoil wings curves upwardly toward a waterline of the hull.

7. The boat of claim 1, wherein a forward leading edge of the respective aft hydrofoil wings curves upwardly and is positioned completely above a bottom of the first pontoon and second pontoon.

8. The boat of claim 1, further comprising a third pontoon.

9. A boat comprising: a motor-powered displacement hull having a deck upwardly supported by a first pontoon and a second pontoon that extend from a bow of the hull to a stern of the hull in a longitudinal direction; anda hydrofoil system that provides lift to the hull without raising the hull out of water, the hydrofoil system comprising a pair of laterally opposed aft hydrofoil wings positioned near the stern of the hull on the first pontoon and second pontoon respectively, the aft hydrofoil wings (i) extending laterally inboard towards each other and (ii) having an upper surface with convex curvature extending from the respective first pontoon or second pontoon to an inboard terminal end thereof.

10. The boat of claim 9, wherein both of the aft hydrofoil wings have an adjustable attack angle between a direction of water flow when the hull is moving forward and a forward leading edge of the respective aft hydrofoil wing.

11. The boat of claim 9, wherein the aft hydrofoil wings are attached to the respective first and second pontoon with adhesive.

12. The boat of claim 9, wherein the first pontoon and second pontoon are substantially cylindrical.

13. The boat of claim 9, wherein a forward leading edge of the respective aft hydrofoil wings curves upwardly and is positioned completely above a bottom of the first pontoon and second pontoon.

14. The boat of claim 9, further comprising a third pontoon.

15. A comprising: a motor-powered displacement hull having a deck upwardly supported by a first pontoon and a second pontoon that extend from a bow of the hull to a stern of the hull in a longitudinal direction;a hydrofoil system that provides lift to the hull without raising the hull out of water, the hydrofoil system comprising:a first wing having a first terminal end and a second terminal end, the first terminal end of the first wing attached to the first pontoon, an attack angle of the first wing being adjustable at a point of attachment to the first pontoon; anda second wing having a first terminal end and a second terminal end, the first terminal end of the second wing attached to the second pontoon, an attack angle of the second wing being adjustable at a point of attachment to the second pontoon.

16. The boat of claim 15, wherein the first wing is attached to the first pontoon at a point forward of a center of gravity of the pontoon boat and the second wing is attached to the second pontoon at a point forward of the center of gravity of the pontoon boat.

17. The boat of claim 15, further comprising a pair of laterally opposed aft hydrofoil wings positioned near a stern of the first pontoon and second pontoon respectively, the aft hydrofoil wings (i) extending laterally inboard towards each other and (ii) having an upper surface with convex curvature extending from the respective first pontoon or second pontoon to an inboard terminal end thereof.

18. The boat of claim 15, wherein attack angle of the first wing and the attack angle of the second wing is measured between a direction of water flow when the hull is moving forward and a forward leading edge of the respective first wing or second wing.

19. The boat of claim 15, further comprising a pair of laterally opposed aft hydrofoil wings positioned near a stern of the first pontoon and second pontoon respectively, the aft hydrofoil wings extending laterally inboard towards each other, both aft hydrofoil wings having an adjustable attack angle between a direction of water flow when the hull is moving forward and a forward leading edge of the respective aft hydrofoil wing.

20. The boat of claim 15, wherein the boat has a third pontoon.

21. The boat of claim 15, wherein: the point of attachment to the first pontoon is directly on a surface of the first pontoon beneath the deck; andthe point of attachment to the second pontoon is directly on a surface of the second pontoon beneath the deck.

22. The boat of claim 15, wherein: the point of attachment to the first pontoon is directly on a cylindrical surface of the first pontoon beneath the deck; andthe point of attachment to the second pontoon is directly on a cylindrical surface of the second pontoon beneath the deck.