Abstract:
A system for transforming a vessel hull to adjust to changing water conditions, changing the hull configuration to adapt to rough water, shallow water, a different draft or speed. The system transforms the vessel hull from a first configuration to another configuration by selectively pneumatically raising and lowering a plurality of integral sponsons that form the hull within seconds without removing the vessel from the water, even with the vessel underway. The system accommodates a multiplicity of engine designs, such as an outboard motor, a motor in a recessed position, a airboat motor or twin engines. A plurality of pneumatic cylinders that raise and lower the integral sponsons are controlled by a controller such as a PLC (Programmable Logic Control) located at a helm of the vessel.

Description:
TECHNICAL FIELD 
     The present disclosure relates generally to a transformable hull vessel. More particularly, the present disclosure relates to a system of transforming a vessel hull from a first configuration to another configuration depending on a plurality of desired vessel operating characteristics. 
     BACKGROUND 
     A hull is the watertight body of a vessel such as a ship or a boat. The structure of the hull varies depending on the vessel type. Functionally, vessel hulls can be divided into two categories: planing and displacement. When a person purchases a vessel, the main design consideration is usually dictated by where and how the vessel will be used. 
     The difference between the two is where the vessel rides in the water when under moderate to maximum power. A displacement hull rides in the water, supported exclusively or predominantly by buoyancy. A displacement hull is not designed for high speed but rather travels through the water at a limited rate, which is defined by the waterline. They are often heavier than planing types, though not always. For example, many sailboats, shrimp boats, or tankers have a displacement hull. 
     A planing type hull rides on the water such a ski boat, race boat and most “sport fishing boats.” The planing hull form is configured to develop positive dynamic pressure so that its draft decreases with increasing speed. The dynamic lift reduces the wetted surface and therefore also the drag. Planing hulls are more efficient at higher speeds, although they still require more energy to achieve these speeds. Planing hull design configurations include those generally referred to as a flat bottom, a Vee-(or V-)bottom, tunnel or V-tunnel hulls. 
     Flat bottom vessels have the least draft and adapt well to floating in very shallow water. However the flat bottom design becomes very uncomfortable when the vessel is planing in rough water. A vessel of the vee-hull design (or V-hull) offers a more comfortable ride in rough water because it can cut through the waves. However, when at rest, the V-hull configuration requires more draft and is less stabile, pitching and rolling more than any other hull design. Vessels of the tunnel hull design have a longitudinal channel under the hull. The purpose of this channel can be to entrap air and compress it to cushion the ride in rough water or allow the motor and propeller to be raised so the vessel can be operated in shallow water. However, the tunnel hull has some of the disadvantages of the flat bottom designs, such as an uncomfortable ride in rough water. Whenever a person buys a planing hull vessel, a decision must be made as to which hull design would be the most advantageous for the conditions usually encountered when operating the craft, choosing between stability at rest and the smoothest ride under power. 
     Planing vessels are often powered by one or more outboard motors that are aft-mounted, a single engine centrally positioned, or a pair of twin engines symmetrically placed aft. However, other motor positions are possible such as a recessed position. Another type of planing vessel is an airboat that is powered by topside motor that powers a powerful topside propeller that produces a rearward column of air that propels the airboat forward. 
     It is often desirable to have a design that is more adaptable to different boating situations. Vessels generally are manufactured with a fixed hull. Some add attachments on to the existing fixed hull structure and other fixed design modifications that are not contemporaneously adaptable. One proposal is to have hinged slats that can be repositioned by vacuum. Others have created a thick layer of air bubbles under the aft section to reduce drag without transforming the hull. Others allow for switching from outboard to airboat. 
     While these units may be suitable for the particular purpose employed, or for general use, they would not be as suitable for the purposes of the present disclosure as disclosed hereafter. Others lift the stern to change from displacement to planing mode. Most require that any changes to the hull must be made with the vessel out of the water. 
     In the present disclosure, where a document, act or item of knowledge is referred to or discussed, this reference or discussion is not an admission that the document, act or item of knowledge or any combination thereof was at the priority date, publicly available, known to the public, part of common general knowledge or otherwise constitutes prior art under the applicable statutory provisions; or is known to be relevant to an attempt to solve any problem with which the present disclosure is concerned. 
     While certain aspects of conventional technologies have been discussed to facilitate the present disclosure, no technical aspects are disclaimed and it is contemplated that the claims may encompass one or more of the conventional technical aspects discussed herein. 
     BRIEF SUMMARY 
     An aspect of an example embodiment in the present disclosure is to provide a system for transforming a vessel hull to adjust to a changing water conditions. Accordingly, an example embodiment in the present disclosure provides a system that transform a vessel hull from a first configuration to a second hull configuration, changing the hull design to adapt to rough water, shallow water, a different desired draft or a different desired speed, the user selecting on demand the hull configuration that is best suited to the water conditions. 
     Another aspect of an example embodiment in the present disclosure is to provide a system for transforming a vessel hull to another configuration rapidly. Accordingly, an example embodiment in the present disclosure provides a system that transform a vessel hull from a first configuration to another configuration by selectively pneumatically raising and lowering a plurality of integral sponsons that form the hull within seconds, substantially instantly, without removing the vessel from the water, the user changing the hull configuration even with the vessel underway. 
     A further aspect of an example embodiment in the present disclosure is to provide a system for transforming a vessel hull that accommodates a multiplicity of engine designs. Accordingly, an example embodiment in the present disclosure provides a system that transforms a vessel hull having a multiplicity of engine designs such a outboard motor, a motor in a recessed position, a airboat motor or twin engines by selectively raising and lowering a plurality of integral sponsons that form the hull to accommodate any motor design. 
     Yet another aspect of an example embodiment in the present disclosure is to provide a system for transforming a vessel hull that is controlled from a helm of the vessel. Accordingly, an example embodiment in the present disclosure provides a system of integral sponsons that selectively transform a vessel hull through a plurality of pneumatic cylinders controlled by controller such as a PLC (Programmable Logic Control) located at a helm of the vessel. 
     A further aspect of an example embodiment in the present disclosure it to provide a user the opportunity to acquire a vessel without having to choose a fixed hull design without compromising as to which design would be the most beneficial most of the time and accepting the non-optimal consequences when boating in other conditions. Accordingly, an example embodiment in the present disclosure provides a system of integral sponsons that selectively transforms a vessel hull into an optimal hull configuration for the conditions as they change: flat bottom for stability and shallow draft, tunnel hull for operations in shallow water and V-hull in rough water conditions, the user selecting the hull design best suited for the current conditions transforming the hull quickly while the vessel is underway. 
     The present disclosure describes a system for transforming a vessel hull to adjust to changing water conditions, changing the hull design to adapt to rough water, shallow water, a different draft or speed. The system transforms the vessel hull from a first configuration to another configuration by selectively pneumatically raising and lowering a plurality of integral sponsons that form the hull within seconds without removing the vessel from the water. The system accommodates a multiplicity of engine designs, such as an outboard motor, a motor in a recessed position, an airboat motor or twin engine. The system selectively transforms a vessel hull into an optimal hull configuration for the conditions as they change: flat bottom for stability and shallow draft, tunnel hull for operations in shallow water and V-hull in rough water conditions, the user selecting the hull design best suited for the current conditions transforming the hull quickly while the vessel is underway. A plurality of pneumatic cylinders that raise and lower the integral sponsons are controlled by a controller such as a PLC (Programmable Logic Control) located at a helm of the vessel. The system of sponsons and pneumatic cylinders additionally provide a more cushioned ride. 
     The present disclosure addresses at least one of the disadvantages explained hereinabove. However, it is contemplated that the present disclosure may prove useful in addressing other problems and deficiencies in a number of technical areas. Therefore, the claims should not necessarily be construed as limited to addressing any of the particular problems or deficiencies discussed hereinabove. To the accomplishment of the above, this disclosure may be embodied in the form illustrated in the accompanying drawings. Attention is called to the fact, however, that the drawings are illustrative only. Variations are contemplated as being part of the disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       In the drawings, like elements are depicted by like reference numerals. The drawings are briefly described as follows. 
         FIG. 1  is a perspective view of a vessel, shown in outline, with a plurality of sponsons forming a flat bottom hull. 
         FIG. 2  is a rear elevational view of a vessel transom, shown in outline, with the sponsons forming the flat bottom hull. 
         FIG. 3  is a rear elevational view of the vessel transom, shown in outline, with the sponsons forming a tunnel V-hull. 
         FIG. 4  is a rear elevational view of the vessel transom, shown in outline, with the sponsons forming a V-hull. 
         FIG. 5  is a rear elevational view of the vessel transom, shown in outline, with the sponsons forming a tunnel hull. 
         FIG. 6  is a top plan view of a sponsons disposed to accommodate a recessed engine position. 
         FIG. 7  is a perspective view of a vessel transom designed for a twin-engine vessel, shown in outline, the sponsons forming the flat bottom hull. 
         FIG. 8  is a perspective view of the vessel transom designed for the twin-engine vessel, shown in outline, the sponsons forming the V-hull. 
         FIG. 9  is a perspective view of the vessel transom designed for the twin-engine vessel, shown in outline, the sponsons forming the tunnel hull. 
         FIG. 10  is a perspective view of an embodiment of a modified sponson of the present disclosure, inverted to show a bottom portion. 
         FIG. 11A ,  FIG. 11B ,  FIG. 11C  and  FIG. 11D  are further embodiments of the sponson of the present disclosure. 
         FIG. 12  is a perspective view of the vessel shown in outline with the sponsons forming a flat bottom hull. 
         FIG. 13  is a perspective view of the vessel shown in outline with the sponsons forming a V-hull. 
         FIG. 14  is a perspective view of an airboat vessel, shown in outline, at rest showing the sponsons forming the hull. 
         FIG. 15  is a rear elevational view of an airboat vessel with a flat hull making a hard left turn, a pair of end sponsons forming steering rails in a down position. 
         FIG. 16  is an exploded view of an embodiment of a sponson pivot and mount assembly. 
     
    
    
     The present disclosure now will be described more fully hereinafter with reference to the accompanying drawings, which show various example embodiments. However, the present disclosure may be embodied in many different forms and should not be construed as limited to the example embodiments set forth herein. Rather, these example embodiments are provided so that the present disclosure is thorough, complete and fully conveys the scope of the present disclosure to those skilled in the art. 
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       FIG. 1  illustrates a vessel  100  with a hull  110 , a fore portion  102  and an aft portion  104 , shown in outline, provided with a system  20  for transforming a configuration of the hull of the vessel. The vessel is shown in a first configuration, the hull in a flat bottom hull configuration. The system  20  has a plurality of integral sponsons  30  forming a flat bottom hull. The system has a plurality of pneumatic cylinders for selectively raising upwardly and lowering downwardly the sponsons, each sponson is positioned by at least one pneumatic cylinder  40 , moving it to one or more alternate positions that, in conjunction with the repositioning of the other sponsons, transforms the hull to one of the other desire configurations, such a V-hull, a tunnel hull or tunnel V-hull. The system  20  has a controller to signal the cylinders to raise and lower the sponsons into the desired configuration. 
     The pneumatic cylinders are controlled by a controller that signals the cylinders to extend or retract to a selected position. A user rapidly changes the configuration of the hull by selecting the desired configuration through the controller, the controller signaling the movement of the sponsons substantially instantly, even while the vessel is moving through the water. 
     The vessel described herein is generally a planing vessel, that is, a vessel that rides on the water. However, it is understood by those of ordinary skill that the system described herein is adaptable to displacement hull vessels or a planing hull operating in a displacement mode. It is further understood by those of ordinary skill that the system described herein is not limited to vessels having outboard motors but is adaptable to vessels having other propulsion systems such as, for example, but not limited to, an inboard motor; such adaptions are within the inventive concept and are contemplated as being a part of the present disclosure. 
     An integral sponson  30  is generally oblong, having an elongated shape with a long dimension having an aft end  30 A and a fore end  30 F parallel to the fore  102  and the aft  104  of the vessel. In this embodiment, the sponson has a substantially flat bottom portion  30 B. When the plurality of sponsons are in place, with the aft end of each contiguous to each other and the long dimension of each parallel to each other, the flat bottom portions of the sponsons form the aft portion of the hull  110 . 
     The fore end  30 F of each sponson is hingedly connected by a hinge  28  to the fore portion of the hull. Connected to the aft end  30 A of each sponson, each sponson having a top portion  30 T, is at least one pneumatic cylinder  40 . The pneumatic cylinder is connected to the top portion at the aft end  30 A of the sponson. The at least one cylinder when retracted raises the sponson and when extended lowers the sponson. The cylinder  40  is controlled by controller such as, for example, a microprocessor or a PLC (programmable logic controller) that signals each cylinder to raise or lower each sponson to a selected position, the position selected to transform the hull to the desired configuration. Pneumatic cylinders respond rapidly to signals such that the movement of the sponsons into a different configuration is substantially instantaneous. The pneumatic cylinder, the microprocessor and the PLC are well known to those of ordinary skill and the controller is not specifically illustrated to simplify the drawings. The controller is in an easily accessible location at a helm on the vessel along with other instruments and controllers useful for piloting the vessel. 
       FIG. 2  shows in detail the positions of the sponsons forming a flat bottom hull. A transom  120  is shown in outline, the transom forming the aft end  104  of the vessel. The vessel has a pair of sides, a port side  112  and a starboard side  114 . Shown below the transom in this configuration is a circle in outline representing the position of a propeller  106  of the vessel. This example embodiment of the system  20  is for a single engine vessel with a center propeller. 
     In this example embodiment, there is a pair of end sponsons  30 E, a sponson on the port side  112  and a sponson on the starboard side  114 . The transom has a bottom edge  120 B and a tunnel opening  118 . Inside the tunnel opening is a center sponson  30 M. Between each end sponson and the center sponson there is at least one intermediate sponson  30 H, a number of sponsons between the port side sponson and the center sponson equally the number of sponsons between the starboard side sponson and the center sponson. 
     In the flat bottom hull configuration shown in  FIG. 2 , the bottom of the end sponsons  30 E, the center sponson  30 M and the intermediate sponsons  30 H are in the same plane with the bottom edge  120 B of the transom, forming the flat bottom hull. The pneumatic cylinders  40  attached to the end sponsons  30 E and intermediate sponsons  30 H are fully retracted, positioning said sponsons in a maximum raised position. In this embodiment, a center pneumatic cylinder  40 C, having a three-position cylinder, attaching to the center sponson  30 M, is in a partially extended position, extending sufficiently so that the bottom of the center sponson is in the same plane as the bottom of the remaining sponsons. The center pneumatic cylinder  40 C is positioned so that when the cylinder is fully retracted, the center sponson  30 M raises above the tunnel opening  118  as described hereinbelow. It is understood by those of ordinary skill, that a three-position cylinder is not a limitation and that a cylinder capable of a plurality of positions is possible within the concepts disclosed herein. 
       FIG. 5  shows the hull transforming into a tunnel hull configuration. The center pneumatic cylinder  40 C is fully retracted, raising the center sponson  30 M above the tunnel opening  118  in the transom  120 , forming the tunnel hull configuration. The propeller  106 , shown in outline, now is inside the tunnel opening. The pneumatic cylinders  40  attached to the end sponsons  30 E and intermediate sponsons  30 H are fully retracted and in the same plane with the transom bottom edge  120 B as in the flat bottom hull configuration. 
       FIG. 4  shows the hull transforming into a V-hull configuration. The center pneumatic cylinder is fully extended, lowering the center sponson  30 M below the bottom edge  120 B of the transom  120 . The pneumatic cylinders  40  attached to the end sponsons  30 E and to the intermediate sponsons  30 H are extended in a staggered manner, such that the end sponsons slightly extend below the bottom edge  120 B of the transom, the intermediate sponsons  30 H adjacent to the end sponsons extend below the transom bottom edge  120 B slightly below the end sponsons. The closer the intermediate sponson  30 H is to the center sponson, the greater the intermediate sponson  30 H extends below the transom bottom edge. The staggered manner forms a pair of sloped sides of the V-hull below the transom bottom edge  120 B. Accordingly, the pneumatic cylinders attached to the end  30 E and intermediate sponsons  30 H extend in the same staggered manner, the end cylinders  40 E extending the least. Each intermediate cylinder  40  extends an additional amount; the closer the intermediate cylinder is to the center cylinder  40 C, the greater the extension of the intermediate cylinder  40 . 
     The center sponson extends the farthest below the transom bottom edge, forming a peak of the V-hull, connecting the sloped sides of the V-hull, the pneumatic cylinder of the center sponson fully extended. Below the center sponson  30 M is the propeller  106  of the engine of the vessel, the propeller moving downward with the sponson. The on-board controller, which is not illustrated, directs the pneumatic cylinders to extend and adjusts the extension so that sponsons move into the V-hull formation. 
       FIG. 5  shows the hull transforming into a tunnel hull configuration. The controller signals the pneumatic cylinders  40  to fully retracted. The bottoms  30 B of the end sponsons  30 E and the intermediate sponsons  30 H are in the same plane with the bottom edge  120 B of the transom  120 , in positions similar to the flat bottom hull configuration. The pneumatic cylinder attached to the center sponson  30 M is fully retracted, pulling the center sponsor up above the tunnel opening  118 , so that the sponson clears the tunnel opening. The vessel is now in the tunnel hull configuration. The propeller  106  moves upwardly into the tunnel opening. 
       FIG. 3  shows the hull transforming into a tunnel V-hull configuration. The end sponsons  30 E and intermediate sponsons  30 H extend below the transom bottom edge  120 B in a staggered manner as described hereinabove, forming the sloped sides of the V-hull. The center sponson  30 M is in a partially retracted position, the sponson  30 M in the tunnel opening  118 , the bottom  30 B of the sponson in the same plane as the bottom edge  120 B of the transom. The propeller  106  is below the plane of the transom bottom edge  120 B, similar to the position of the propeller in the flat bottom hull configuration. However, the pair of intermediate sponsons  30 H′ adjacent to the center sponson now form a tunnel opening for the propeller. 
     In  FIG. 12 ,  FIG. 13 ,  FIG. 7 ,  FIG. 8  and  FIG. 9 , the sponsons are shown without the attached pneumatic cylinders to simplify the illustrations. 
       FIG. 12  shows the vessel  100  in outline with the sponsons in the flat hull configuration. The sponsons are placed in an arrangement that conforms to the outline of the vessel. In the vessel that has a pointed fore  102 , the center sponson  30 M is longest and extends towards the fore  102 , the fore ends  30 F of the remaining sponsons  30  conforming to the shape of the sides  112 ,  114  of the vessel. The aft ends  30 A of the sponsons are in the same plane as the transom  120 . In other vessel shapes, the sponsons are arranged to conform to the vessel, with the fore end  30 F of the sponsons extending to conform to the shape of the vessel and the aft ends in the same plane as the transom.  FIG. 12  shows the bottom of the sponsons in the same plane as the bottom edge  120 B of the transom in the flat hull configuration. 
       FIG. 13  shows the vessel  100  in outline with the sponsons in the V-hull configuration. The sponsons  30  are configured in the staggered manner as explained hereinabove. 
       FIG. 7  shows a further example embodiment of the system. The system is configured for a twin-engine vessel  100 T, the vessel having a pair of engines located with a pair of propellers at the aft  104 . The transom  120  has a pair of tunnel openings  118 . The system has a pair of tunnel sponsons  30 M′, the aft ends of the sponsons at the tunnel openings. In the drawing, the sponsons are positioned to conform to the shape of the vessel, which in the illustration, is a vessel with a pointed fore  102 . The tunnel sponsons have pneumatic cylinders (not shown) positioned so that when the cylinders are retracted, the tunnel sponsons are raised to clear the tunnel openings in the transom. In the illustration, the twin-engine vessel is in the flat bottom hull configuration, with the bottoms of the sponsons in the same plane as the bottom edge  120 B of the transom  120 . The pneumatic cylinders attached to the middle sponson  30 C, the intermediate sponsons  30 H and the end sponsons  30 E are fully retracted as explained hereinabove. The pneumatic cylinders attached to the tunnel sponsons are partially retracted so that the bottom  30 B of the tunnel sponson is in the same plane as the transom bottom edge  120 B. 
       FIG. 8  shows the twin engine vessel  100 T transformed to a V-hull configuration. The middle sponson  30 C extends below the bottom edge  102 B of the transom. The end sponsons  30 E extend slightly below the transom bottom edge  120 B. The intermediate sponsons  30 H including the tunnel sponsons  30 M′ extend in a staggered manner. The intermediate sponsons  30 H adjacent to the end sponsons  30 E extend below the transom bottom edge  120 B slightly below the end sponsons. The closer the intermediate sponson  30 H and the tunnel sponson  30 M′ is to the middle sponson  30 C, the greater the intermediate sponson and the tunnel sponson extend below the transom bottom edge. The staggered manner forms the sloped sides of the V-hull below the transom bottom edge  120 B. The pneumatic cylinders attached to the sponsons are partially to fully extended as described hereinabove. 
       FIG. 9  illustrates the twin-engine vessel in a twin tunnel hull configuration. The pair of tunnel sponsons  30 M′ are raised so that the bottom of the sponsons  30 M′ clear the tunnel openings in the transom. The bottom  30 B of the remaining sponsons  30  are in the same plane as the bottom of the transom edge  120 B. The pneumatic cylinders attached to the center sponsons are fully retracted, raising the tunnel sponsons  30 M′ as described hereinabove. 
       FIG. 6  demonstrates yet another example embodiment of the hull transformation system  20 . Only the top plan view of the sponsons are shown for simplicity. The vessel has an engine  116  in a recessed position so that when the vessel is in very shallow water, the vessel is as close to horizontal as possible, requiring that a high horsepower engine having substantial weight be positioned slightly forward toward the fore. The aft ends  30 A of the sponsons are not in the same plane but are staggered to accommodate the engine  116 . The sponsons raise and lower by attached pneumatic cylinders as explained hereinabove. The sponsons extend in the same manner as described hereinabove. For example, in the flat bottom hull configuration, the bottom of the sponsons are in the same plane. In the V-hull configuration, the bottom of the sponsons are positioned in a staggered manner with the center sponson  30 M at the lowest position and the end sponsons only slightly extended, the intermediate sponsons adjacent to the end sponsons extend, the closer the intermediate sponson  30 H is to the center sponson, the greater the intermediate sponson  30 H extends as described hereinabove. 
       FIG. 14  illustrates yet a further example embodiment of the system for transforming the hull of a vessel. The vessel  100 A is an airboat, having the engine  116  and a powerful propeller  114  above a deck of the vessel. The engine powers the propeller and the propeller produces a rearward column of air that propels the airboat forward. The vessel has a rounded chine  112 , and a fore that has a section referred to as a rake  104 R and a bow  104 B. Airboat vessels  100 A generally makes wide turns; sharp hard turns sometimes cause the vessel to slide sideways on the rounded chine  112 . Airboats are planing vessels and are well known to those of ordinary skill. 
     In the illustrated example embodiment, the airboat vessel  100 A has sponsons  30  for transforming the configuration of the hull. The pneumatic cylinders and controller are not shown for simplicity. In  FIG. 14 , the sponsons are in the flat bottom hull configuration, the aft ends of the sponsons in the same plane as the transom  120  and the bottom of the sponsons are in the same plane as the transom bottom edge as explained hereinabove. The hull transforms into a V-hull by extended the sponsons  30  below the transom bottom edge in a staggered manner as explained hereinabove. 
       FIG. 15  illustrates the airboat vessel making a hard left turn to port. In this example embodiment, the configurable hull can transform to stabilize the vessel and prevent sliding. The end sponsons  30 E extend below the plane of the transom bottom edge  120 B. The extended end sponsons create a tapered edge slightly inboard of the chine so that the hull can grab the water, reducing or preventing sliding during the turn. The end sponsons create a lateral ridge that reduces the traverse slide of the hull during the hard turn. 
     As explained hereinabove, the controller signals the pneumatic cylinders attached to the end sponsons  30 E to extend so that the tapered edge configuration forms rapidly and is available to the user substantially instantly during the execution of the turn. Intermediate sponsons  30 H adjacent to the end sponsons  30 E are extendable during the turn, as the user requires making the turn more controllable and safer. 
     In this discussion, the sponsons generally have a flat bottom  30 B as shown in a side elevation in  FIG. 11A , but a plurality of other sponson profiles are possible.  FIG. 10  shows another example embodiment of the sponson  30 , shown in an inverted position to show a bottom portion. In this embodiment, the sponson bottom  30 B has a concavity  32  extending from the aft end towards the fore end. When this embodiment is used as the center sponson with a single or twin engines as explained hereinabove, the concavity reduces the raising of the center sponson in the tunnel hull configuration, the concavity  32  creating a top portion of the tunnel opening. The sponson with the cavity of this embodiment is useful in vessels with space limitations under the aft portion of the deck because the sponson does requires less space to raise in order to create the tunnel opening. 
     Further in this example embodiment, the fore end  30 F is wider than the aft end  30 A. When the sponson profile is raised when transforming to a tunnel hull or tunnel V-hull configuration, the fore end will gather more water and will collect the water at the aft end to provide a better column of water for the engine propeller to perform in. 
     As illustrated in  FIG. 11B ,  FIG. 11C  and  FIG. 11D  other sponson profiles are possible as demonstrated by these non-limiting example embodiments. In  FIG. 11B , the sponson  30  has the flat bottom  30 B and a top portion  30 T tapering from the aft end  30 A towards the fore end  30 F. In  FIG. 11C , the sponson  30  has an aft end  30 A with a large vertical portion  30 V connecting to a narrow horizontal portion  30 P that extends to the fore end  30 F. In  FIG. 11D , the sponson  30  has a middle portion  30 D that extends upward forming an essentially triangular top portion  30 T connecting to the vertical portion  30 P. It is understood by those of ordinary skill that generally the top portion sponson profile can be formed to accommodate a multiplicity of space limitations, aft deck configurations and strength limitations within the inventive concept. Moreover, any components or materials can be formed from a same, structurally continuous piece or separately fabricated and connected. 
       FIG. 16  is an exploded view of an embodiment of the sponson fore end  30 F showing the pivot and mounting assembly  50  to hingedly connect the sponson  30  to the hull. The fore end  30 F has a channel  60  with a window  62  for the pivot and mounting assembly  50 . The mount has a bracket having a mounting plate and a cylinder  66  that fits into fore end channel  60 , the mounting plate covering the window  62 . The bushing  56  fits inside the cylinder and is held by a pin  54  having a pair of ends  54 E, the pin placed inside the bushing. The pin is held in place by a pair of caps  52  placed on each end  54 E, the pivot and mounting assembly allowing the sponson to pivot into a desired position. It is understood by those of ordinary skill that further embodiments of the assembly are possible within the concepts disclosed herein. 
     Referring to  FIG. 1 , the user operates the vessel having the system for transforming the hull vessel with the sponsons in the flat bottom hull configuration in smooth shallow water, essentially floating at rest. The user desires to operate the vessel in shallow water and selects a tunnel hull configuration through the controller. Referring to  FIG. 5 , the controller signals the pneumatic cylinder  40 C attached to the center sponson  30 M to completely retract, moving the center sponson clear of the tunnel opening  118  with seconds, substantially instantly while the vessel remains in the water. The user desires to move more quickly in deeper water and desires a V-hull. The users signals the controller and the pneumatic cylinders move the sponsons  20  into the desired staggered manner of a V-hull as the vessel continues moving through the water as shown in  FIG. 4 . When the vessel returns to shallow water, the user selects a different configuration through the controller and the cylinders respond by moving the sponsons into the desired configuration. 
     Throughout this disclosure, pneumatic cylinders have been described as positioning the sponsons for transforming the hull. Pneumatic cylinders have actuators that contain compressed air. By regulating the air pressure to the actuators, the pneumatic cylinders absorb the shock of the water and contribute to a smooth ride. Pneumatic cylinders are environmentally safer to use in boating because there is no potential for an oil leak into the water from a damaged cylinder. However, it is understood that hydraulic cylinders are suitable for moving the sponsons in response to the controller without the advantage of absorbing shock or being environmentally friendly. It is further understood that other means of mechanically lowering and raising the sponsons in response to a signal from the controller are possible and such variations are within the inventive concept and contemplated as being a part of the present disclosure. 
     It is understood that when an element is referred hereinabove as being “on” another element, it can be directly on the other element or intervening elements may be present therebetween. In contrast, when an element is referred to as being “directly on” another element, there are no intervening elements present. 
     It is further understood that, although ordinal terms, such as, “first,” “second,” “third,” are used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, “a first element,” “component,” “region,” “layer” or “section” discussed below could be termed a second element, component, region, layer or section without departing from the teachings herein. 
     Spatially relative terms, such as “beneath,” “below,” “lower,” “above,” “upper” and the like, are used herein for ease of description to describe one element or feature&#39;s relationship to another element(s) or feature(s) as illustrated in the figures. It is understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the example term “below” can encompass both an orientation of above and below. The device can be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly. 
     Example embodiments are described herein with reference to cross section illustrations that are schematic illustrations of idealized embodiments. As such, variations from the shapes of the illustrations as a result, for example, of manufacturing techniques and/or tolerances, are to be expected. Thus, example embodiments described herein should not be construed as limited to the particular shapes of regions as illustrated herein, but are to include deviations in shapes that result, for example, from manufacturing. For example, a region illustrated or described as flat may, typically, have rough and/or nonlinear features. Moreover, sharp angles that are illustrated may be rounded. Thus, the regions illustrated in the figures are schematic in nature and their shapes are not intended to illustrate the precise shape of a region and are not intended to limit the scope of the present claims. 
     In conclusion, herein is presented a system of transforming a vessel hull from a first form to another form depending on a plurality of desired vessel operating characteristics. The disclosure is illustrated by example in the drawing figures, and throughout the written description. It should be understood that numerous variations are possible, while adhering to the inventive concept. Such variations are contemplated as being a part of the present disclosure.