Abstract:
A roadable, adaptable-modular, multiphibious-amphibious ground-effect or flying, car-boat-plane or surface-effect motorcycle. A pivoting wing using the NACA 23112 airfoil provides longitudinal stability through changes in wing or power settings. The airfoil can also be “locked” in place to provide conventional aircraft type controls. The wings fold for driving mode or can be removed. Surface-effect sensor rods provide the automatic altitude control for operations in surface-effect mode. Horizontal stabilizer and elevator provide trim and balance to level the vehicle for passenger comfort and optimal landing attitude. The hull/fuselage consists of three main modules: The main central module (engine, transmission, passengers, wings and cargo storage), the forward module and the aft module which may include one or two wheels with or without a motor, engine, batteries or fuel and differential.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority from Provisional U.S. patent application No. 61/583,060 (filed on Jan. 4, 2012). 
    
    
     REFERENCES CITED 
     U.S. Patent Documents 
     
         
         U.S. Pat. No. 6,164,591 Dec. 26, 2000 Descatha 
       
    
     Foreign Patent Documents 
     
         
         3804561 8/1989 Germany . . . 244/12.1 
       
    
     Other Publications 
     
         
         “Flying on Water”, Popular Science, January 1997, pp. 50-54. 
       
    
     FIELD OF INVENTION 
     The present invention relates to improvements in: cars, boats, yacht tenders, airboats, aircraft, Ground-Effect Vehicles (GEV) (also known as: wing-in-ground-effect (WIG) vehicle, flare-craft, sea skimmer, ekranoplan, Skim-Machine, or a wing-in surface-effect ship (WISE), hovercraft, flying/surface-effect hover-wing and other forms of personal point to point, sports, government use and recreational types of transportation that are able to take off and land in water or at airports as well as drive on roads. 
     BACKGROUND OF THE INVENTION 
     There is currently a very wide variety of transportation solutions that include: cars, boats, airboats, aircraft, Ground-Effect Vehicles (GEV). Most of the currently existing transportation solutions tend to focus on a single or dual use such as amphibious aircraft, flying car (roadable aircraft) or car-boats. None of the existing transportation solutions allow for adaptability to a wide variety of customer requirements and a wide variety of environments. Examples of simplified versions of the invention would be an airboat-motorcycle (no wings) or ground-effect-motorcycle which is licensed as a motorcycle and a boat which has folding wings to allow storage in a standard garage. The three wheeled configuration helps to keep weight to a minimum which improves performance (larger useful payload, more passengers or better fuel/battery economy) and simplifies licensing. Ground-Effect Vehicles have been in use for many decades but have not gain popularity. One reason that the inventor believes the GEV has not been popular is due to the limitation of not being able to drive the GEV on roads. The subject of this patent is a roadable, adaptable-modular, multiphibious-amphibious ground-effect or flying, car-boat-plane or surface-effect motorcycle invention which can more fully address that issue while allowing for the flexibility to adapt the vehicle to the needs of each customer. 
     The advantages of a roadable airboat, GEV or aircraft are well known from prior inventions such as amphibious cars. The amphibious car can basically use any body of water as an additional “road” to and from other destinations by driving from the home to readily available boat ramps then thru the water, up a boat ramp near the destination and then drive on the roads to the final destination and back home all from the same vehicle. A roadable GEV has the added advantage of a smoother ride, lower surface resistance, higher cruising speeds and/or lower energy/fuel consumption. The roadable Multiphibious Vehicle can operate over water, sand, weeds, floating wood, subsurface or shallow stumps, snow, ice and any other semi-smooth flat surface or convert to be able to fly like a conventional aircraft (by following FAA rules). The roadable Multiphibious Vehicle also protects marine life such as Manatee, Dolphins/Porpoises, whales, Sunfish, Rays, Crocodiles, Alligators and all types of fish that are near the surface since there is no propeller or boat hull in the water. 
     Another environmental feature is that the engine-motor, fuel, batteries and transmission are fully contained in the central module (for collection and proper disposal) such that no motor oil, lubrication, battery fluids, fuel or other contaminants will leak into the water. An all electric and hybrid-electric, diesel-electric or gas-electric versions of this invention are all possible with this Multiphibious Vehicle&#39;s modular-adaptable design. 
     SUMMARY AND OBJECTS OF THE INVENTION 
     A roadable, adaptable-modular, multiphibious-amphibious ground-effect or flying, car-boat-plane or surface-effect motorcycle. A pivoting high wing using the NACA 23112 or similar airfoil provides longitudinal stability through up/down drafts and changes in wing or power settings. This airfoil precludes longitudinal pitch issues that are typical of surface-effect vehicles. The altitude and angle of attack of the pivoting wing is also changed by the surface-effect sensor rods. When the vehicle is on the surface (of water, snow or ice) and the speed is increased, the surface-effect sensor rod pushes the main wing to an increased angle of attack providing additional lift for take-off. As the vehicle lifts out of the water, the forces on the surface-effect sensor rod decrease until reaching an equilibrium point. If the vehicle is pushed up by an updraft wind or if there is a downward angle due to wave actions then the forces decrease and the vehicle glides toward the water surface. As it nears the surface or as a wave comes up the forces increase and the main wing is increased in lift similar to take-off. As such the vehicle follows the rolling smooth sea “swells” but averages out the smaller “wind-waves” or “chop” for a smoother ride. The airfoil can also be “locked” in place (normally after take-off) to provide conventional aircraft type controls for those applications where FAA certification allows for full flight mode. For take-off all that is required is the application of additional power which increases thrush from the prop/ducted fans. As power is decreased the vehicle will tend to move towards the water surface which automatically increases the angle of attack similar to a conventional aircraft as it flares for touch-down. The surface-effect sensor rods (or electronics) will attempt to keep the vehicle in the air and away from the surface until there is no longer enough airspeed to maintain altitude at which point it settles to the water surface at or near the stall speed of the main wing. A few degrees of wing-tip-wash-out angle will provide the smooth transitions near the stall speed. The stability of this airfoil also provides increased safety for operations near the surface (water, swamps, snow, ice, sand, etc.) since the angle of attack is automatically controlled, there is no nose-down pitch during take-off (departure stall is not possible), during landing (landing stall is not possible) and up/down drafts are instantly corrected without pilot/driver inputs. The wings fold (top or side) for driving mode and airboat mode. Between one and 4 surface-effect sensor rods provide the automatic altitude control for operations in surface-effect mode but can be use to aid take-off and landing when in aircraft-flight mode. The surface-effect sensor rods can be retracted for airboat mode and driving mode. Horizontal stabilizer and elevator may also be controlled by surface-effect sensor rods to provide automatic trim and balance to level the vehicle for passenger comfort and optimal landing attitude. The hull/fuselage consists of three main modules: The main central module for engine, transmission, passengers, wings and cargo storage, the forward module for one or two wheels with or without a differential and the aft module which includes one or two wheels with or without a differential. The forward and aft modules may also contain batteries or fuel as needed for balance. Surface-effect sensor rods may be mounted in any of the three modules depending on the configuration and use of the vehicle. Since the main wing pivot to change angle of attack, a step is not required but some configurations may use a step to improve performance. The pivoting wing allows the wheels to be placed at the extreme front and rear of the vehicle (for best road performance) since the wing pivots and rotation of the entire fuselage is not required for take-off. The operation of the wing pivot means that the hull-fuselage shape is not crucial (such as having a step or having main landing gear near the center of gravity). This gives the designer much more flexibility in the design, configuration and layout of the passenger and storage areas. Ducted fans are used for several reasons. First the ducted fans provide the required thrust in a smaller diameter which allows the vehicle to fit into a standard single-car garage with the wings folded over the top of the ducted fans. The ducted fans also tend to reduce the noise level since the propeller tips can remain below the speed of sound due to the smaller diameter. The smaller diameter of the ducted fans also keeps the thrust line as low as possible and near the center of gravity to minimize the pitch effects during throttle changes. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWING 
         FIG. 1  is a typical configuration (side view). 
     
    
    
     DETAILED DESCRIPTION OF THE DRAWING 
       FIG. 1  shows a side view of the invention with the various parts numbers as follows: The main structure of the vehicle is the hull/fuselage  1 . The front wheel(s)  2  and the back wheel(s)  3  provide traction and support on the ground while in the roadable car/motorcycle mode. The front wheel(s) may be either one or 2 wheels depending on the configuration required for specific applications. The front wheels are for on-road steering and may be powered or free rolling. The Rear wheel(s) may be powered or free rolling as well and could be either 1 or 2 wheels depending on the configuration requirements. Multiple wheeled versions (or extra wide wheels) may be required and is possible for lower surface contact force where needed for environmental protection. 
     The engine or motor  4  can be of any design and have either longitudinal or transverse shaft. It can use any “fuel” such as gas, propane, natural gas, all electric, electric-hybrid, turbine or even steam/air pressure. The only important requirement for the motor/engine is a rotating shaft that can provide the required horsepower for movement. 
     The transmission  5  is required for some configurations and may not be required for others such as electric depending on the horsepower to weight ratio and the rating of the motor/engine  4 . 
     After the transmission there is a need to transfer the torque from the motor  4  to the wheels  2 ,  3  and prop/ducted fans  8 . This can be done with chains  6 , shafts  6  or belts  6  similar to the drive on many motorcycles, cars or airboats. A “jack-shaft”  7  may also be required in many configurations to allow the engagement and disengagement of the wheels  2 ,  3  and ducted fans  8  since the prop/ducted fans should not be engaged while driving. 
     There are surface-effect sensor rods  9  that provide the vehicle with stability and attitude control. The turning control (not numbered) is done in a way similar to airboats (stick), motorcycles (handlebars), cars (steering wheel) or aircraft (control yoke or joy-stick), and many other craft. Rudders  11  can be tied into and coordinated with the turn and bank all done by a steering wheel or “stick(s)”. Alternatively, the rudders can be control by the feet of the pilot similar to airplane depending on the requirements of the configuration and customer specifications. 
     The horizontal stabilizers  10  and/or elevator control  10  surfaces may be used for either “active” attitude control (similar to airplanes) or trim (similar to hovercraft) depending on the configuration requirements of the specific embodiment. 
     A key element of the invention is the double pivot joint  12  that supports the wing  17 . The double pivot joint  12  allows the wing  17  to rotate back for wing folding which is required for driving mode, yacht tender mode and airboat mode as well as allow the rotation in the horizontal axis for the pitch control of the wing  17  independent from the hull/fuselage  1 . 
     The helicopter or auto-gyro blades  13  are mounted near the center of gravity to provide for vertical take-off capability. If the helicopter/autogiro blades are un-powered then only one set is required but if pre-rotation or full helicopter capability is required then the coax configuration (as shown) would be used to prevent spinning such as would happen in the water or on ice. 
     At the bottom of  FIG. 1 , the modules are designated as follows: the forward module  14  is on the right side and includes the front wheels, and may include other items such as the surface-effect sensor rods, storage, batteries or fuel. The main center module is designated as item  15 . The main center module contains the passenger area, engine/motor  4  and transmission  5  but may also include other items such as batteries, fuel, storage or vehicle specific items such as sports gear carrier-racks, bait live-wells or attachment points for items such as stretchers or carriers for injured people or animals that are rescued. On the far left is the aft module  16  which includes the rear wheel(s)  3 , rudders  11 , vertical stabilizers  11 , horizontal stabilizers  10 , elevators  10  and prop/ducted fans  8 . The aft module  16  may include surface-effect-sensor rods  9 , batteries, storage or other items needed for specific configurations. 
     Finally, the wing  17  is mounted high to minimize damage, ground loops and surface impacts (water, snow, ice, saw-grass, swamps or floating objects). The wing  17  can have added joints to fold into a smaller area for road transport. The wing  17  is designed to both fold and pivot to allow the over-lapping of the trailing edges during the folding operation which allows the wing to fit into a more compact area. The pivoting of the wing  17  provides for changes in the angle of attach of the wing independent from the fuselage  1 . The pivoting action is also required to provide the auto-stable longitudinal control and auto-altitude control which makes the vehicle very safe to use in close proximity to the surface. 
     DETAILED DESCRIPTION OF THE INVENTION 
       FIG. 1  shows a side view of the invention with the various parts numbers as follows: The main structure of the vehicle is the hull/fuselage  1 . The fuselage/hull can be of any design that provides the needed rigidity and supports for all of the hardware (engine, running gear, wings, etc.), passengers and cargo. Some of the first embodiments of the invention will be sized and fabricated in such a way that the invention will fit into a single car garage. Having it fit into a standard single car garage has several advantages such as protection from weather and protection from theft. Having a standard size also allows it to fit into oil-change and other “service” facilities, parking garages and thru “car-size” drive-thru restaurants and toll booths. If a larger size is needed for a specific customer then a longer version can still work on the roads similar to limousines but would normally need to be parked outside of a standard garage or a standard parking space. Still large configurations might be used for tours or for other commercial uses such as ferry or shuttle services (which could also carry cars). 
     The front wheel(s)  2  and the back wheel(s)  3  provide steering, traction and support on the ground while in the roadable car/motorcycle mode. The front wheel(s), which are included as part of the forward module, may be either 1 or 2 wheels depending on the configuration required for specific applications. The front wheels are for on-road steering and may be powered or free rolling. The Rear wheel(s) may be powered or free rolling as well and could be either 1 or 2 wheels depending on the configuration requirements. The wheels may be designed to retract or have covers that retract to uncover the wheels for road use and provide a cover to streamline the wheels during higher speed travel in air, on water or over other surfaces. The retraction or wheel-covering method depends on the customer requirements. 
     The engine or motor  4  can be of any design and have either longitudinal or transverse shaft. It can use any “fuel” such as gas, propane, natural gas, all electric, electric-hybrid, turbine or even steam/air pressure. The only requirement for the motor/engine is a rotating shaft that can provide the required horsepower for wheel drive, ducted fan drive which provide the forward movement. 
     The transmission  5  is required for some configurations and may not be required for others. An example configuration would be dual electric motors each drive one ducted fan and can be tied together to drive a single rear wheel or the dual motors could each drive a separate rear wheel depending on the customer requirements. Any engine-motor combination or configuration can be selected based on the customer&#39;s requirements and also depending on the horsepower to weight ratio and the rating of the motor/engine  4 . 
     After the transmission there is a need to transfer the torque from the motor  4  to the wheels  2 ,  3  and ducted fans or propellers  8 . This can be done with chains  6 , shafts  6  or belts  6  similar to the drive on many motorcycles, cars or airboats. A “jack-shaft”  7  may also be required in most configurations to allow the engagement and disengagement of the wheels  2 ,  3  and prop/ducted fans  8  since the ducted fans should not be engaged while driving. Other drive elements such as counter-rotation shafts will be desired by many customers to counteract the torque effects of the ducted fans. The counter-rotation can be done in a manner similar to airboats, aircraft or thru the use of separate motors or gears and additional shafts as determined by the customer&#39;s requirement, performance, and other engineering reasons. 
     There are surface-effect sensor rods  9  that provide the vehicle with stability and attitude control. The turning control (not numbered) is done in a way similar to airboats (stick), motorcycles (handlebars), cars (steering wheel) or aircraft (control yoke), and many other craft. Rudders  11  can be tied into and coordinated with the turn and bank all done by a steering wheel or “stick(s)”. Alternatively, the rudders can be control by the feet of the pilot similar to airplane depending on the requirements of the configuration and customer specifications. 
     The horizontal stabilizers  10  and/or elevator control  10  surfaces may be used for either “active” attitude control (similar to airplanes) or trim (similar to hovercraft) depending on the configuration requirements of the specific embodiment and customer requirements. 
     A key element of the invention is the double pivot joint  12  that supports the wing  17 . The double pivot joint  12  allows the wing  17  to rotate back for wing folding which is required for driving mode and airboat mode as well as allow the rotation in the horizontal axis for the pitch control of the wing  17  independent from the hull/fuselage  1 . The single strut support has a pivot below the wing pivot to allow the wing to fold back. The single (one for each wing) support strut is designed to handle both compression and tension loads. The wing support strut also has a horizontal pivot that assists the wing pivot for angle of attack changes when the wing is deployed. During retraction and as part of the folding the horizontal pivot also allows the wings to tilt slightly which permits the trailing edges to overlap, allowing the wings to fold into a more compact plan-form. There are two tension wires which provide the retraction and deployment forces as well as providing the lateral support for the wings when deployed. The retraction/deployment wires (cables) can be manipulated using either a light-weight manual method (cranks or hand moved and attached) or automated with motors (electric, pneumatic or hydraulic). 
     The helicopter or auto-gyro blades are mounted near the center of gravity to provide for vertical take-off capability. If the helicopter/autogiro blades are unpowered then only one set is required but if pre-rotation on water, ice or snow is needed or full helicopter capability is required then the coax configuration (as shown) would be used to prevent counter-rotational spinning such as would happen in the water, snow or ice. 
     At the bottom of  FIG. 1 , the modules are designated as follows: the forward module  14  is on the right side and includes the front wheels, and may include other items (also for balance) such as the surface-effect sensor rods, storage, batteries or fuel. The main center module is designated as item  15 . The main center module contains the passenger/cargo area, engine/motor  4  and transmission  5  but may also include other items such as batteries, fuel, storage or vehicle specific items such as sports gear carrier-racks, bait live-wells or attachment points for items such as stretchers or carriers for injured people or animals that are rescued. On the far left is the aft module  16  which includes the rear wheel(s)  3 , rudders  11 , vertical stabilizers  11 , horizontal stabilizers  10 , also called elevators  10  and prop/ducted fans  8 . The aft module  16  may include surface-effect-sensor rods  9 , batteries, storage or other items needed for specific configurations. 
     Finally, the wing  17  is mounted high to minimize damage, ground loops and surface impacts (water, snow, ice, saw-grass, swamps or floating objects). The wing  17  can have added joints near the wing tips to fold into a smaller area for road transport or to fit into a single car standard garage. The wing  17  is designed to both fold and pivot to allow the over-lapping of the trailing edges during the folding operation which allows the wing to fit into a more compact area. The pivoting of the wing  17  provides for changes in the angle of attach of the wing independent from the fuselage  1 . The pivoting action is also required to provide the auto-stable longitudinal control and auto-altitude control which makes the vehicle very safe to use in close proximity to the surface. 
     As can be seen from the drawing, a ground-effect vehicle for traveling over a surface includes a hull  1 . The hull  1  has a forward section  14  and an aft section  16  situated axially opposite the forward section  14 . The ground-effect vehicle further includes a motor  4  situated on the hull  1 . Also, there is a propeller  8  situated on the hull  1  and operatively coupled to the motor  4 , the propeller  8  providing propulsion for moving the vehicle over the surface. 
     The ground-effect vehicle also includes a wing  17  pivotally mounted on the hull  1 . The wing  17  is movable in pitch relative to the hull  1 . The ground-effect vehicle further includes a first surface-effect sensor rod  9   a  pivotally mounted on the hull  1 . The first surface-effect sensor rod  9   a  is in the form of an elongated member extending downwardly from the hull  1  to selectively contact the surface over which the vehicle travels. The first surface-effect sensor rod  9   a  is operatively linked to the wing  17  such that pivotal movement of the first surface-effect sensor rod  9   a  due to the first surface-effect sensor rod  9   a  selectively contacting the surface over which the vehicle travels causes the wing  17  to pivot on the hull  1  and change the pitch thereof relative to the hull  1 . 
     In a preferred form of the invention, the ground-effect vehicle further includes a first cable-and-pulley system  18  operatively linking the first surface-effect sensor rod  9   a  to the wing  17 . More specifically, for this preferred embodiment, the first surface-effect sensor rod  9   a  is pivotally mounted on the hull  1  at a first pivot point  19  on the first surface-effect sensor rod  9   a . The first pivot point  19  defines a first pivot side  20  of the first surface-effect sensor rod  9   a  and a second pivot side  21  of the first surface-effect sensor rod  9   a  which is opposite the first pivot side  20  of the first surface-effect sensor rod  9   a  such that the first pivot point  19  is between the first pivot side  20  and the second pivot side  21 . 
     Furthermore, the wing  17  is preferably pivotally mounted on the hull  1  at a second pivot point  12  on the wing  17 . The second pivot point  12  defines a first pivot side  22  of the wing  17  and a second pivot side  23  of the wing  17  which is opposite the first pivot side  22  of the wing  17  such that the second pivot point  12  is between the first pivot side  22  of the wing  17  and the second pivot side  23  of the wing  17 . 
     The first cable-and-pulley system  18 , mentioned previously, preferably includes a first cable  24  and a first pulley  25  having a circumference, and a second cable  26  and a second pulley  27  having a circumference. The first cable  24  engages at least a portion of the circumference of the first pulley  25 , the second cable  26  engages at least a portion of the circumference of the second pulley  27 . Each of the first cable  24  and the second cable  26  has a first axial end  28  and a second axial end  29  situated opposite the first axial end  28 . The first axial end  28  of the first cable  24  is coupled to the wing  17  on the first pivot side  22  of the wing  17  defined by the second pivot point  12 . Furthermore, the first axial end  28  of the second cable  26  is coupled to the wing  17  on the second pivot side  23  of the wing  17  defined by the second pivot point  12 . The second axial end  29  of the first cable  24  is coupled to the first surface-effect sensor rod  9   a  on the first pivot side  20  of the first surface-effect sensor rod  9   a  defined by the first pivot point  19 , and the second axial end  29  of the second cable  26  is coupled to the first surface-effect sensor rod  9   a  on the second pivot side  21  of the first surface-effect sensor rod  9   a  defined by the first pivot point  19 . 
     The ground-effect vehicle may further include a double pivot joint  12  pivotally mounting the wing  17  to the hull  1 . The double pivot joint  12  allows the wing  17  to  1 ) move in pitch relative to the hull  1 , and  2 ) rotate in a direction toward the aft section  16  of the hull  1  to allow the wing  17  to fold. 
     Preferably, the first surface-effect sensor rod  9   a  is pivotally mounted on the forward section  14  of the hull  1 . The first surface-effect sensor rod  9   a  is pivotally movable on the hull  1  in a first direction toward the aft section  16  of the hull  1  and in a second direction away from the aft section  16  of the hull  1 . The wing  17 , pivotally mounted on the hull  1 , has a front edge  30  facing the front section  14  of the hull  1  and a rear edge  31  situated opposite the front edge  30  and facing the aft section  16  of the hull  1 . 
     When the first surface-effect sensor rod  9   a  is pivotally moved on the hull  1  in the first direction toward the aft section  16  of the hull  1 , the first surface-effect sensor rod  9   a  causes the front edge  30  of the wing  17  to move in a direction upwardly and away from the hull  1  and the rear edge  31  of the wing to move in a direction downwardly and toward the hull  1 . When the first surface-effect sensor rod  9   a  is pivotally moved on the hull  1  in the second direction away from the aft section  16  of the hull  1 , the first surface-effect sensor rod  9   a  causes the rear edge  31  of the wing  17  to move in a direction upwardly and away from the hull  1  and the front edge  30  of the wing  17  to move in a direction downwardly and toward the hull  1 . 
     In another preferred form of the present invention, the ground-effect vehicle further preferably includes an elevator  10 , as shown in the drawing. The elevator  10  is pivotally mounted on the hull  1  and is movable in pitch relative to the hull  1 . 
     In this preferred form, the ground-effect vehicle further includes a second surface-effect sensor rod  9   b  pivotally mounted on the hull  1 . Like the first surface-effect sensor rod  9   a , the second surface-effect sensor rod  9   b  is preferably in the form of an elongated member extending downwardly from the hull  1  to selectively contact the surface over which the vehicle travels. The second surface-effect sensor rod  9   b  is operatively linked to the elevator  10  such that pivotal movement of the second surface-effect sensor rod  9   b  due to the second surface-effect sensor rod  9   b  selectively contacting the surface over which the vehicle travels causes the elevator  10  to pivot on the hull  1  and change the pitch thereof relative to the hull  1 . Preferably, the second surface-effect sensor rod  9   b  is pivotally mounted on the aft section  16  of the hull  1 . 
     In an even more preferred form of the present invention, the ground-effect vehicle further includes a second cable-and-pulley system  32  operatively linking the second surface-effect sensor rod  9   b  to the elevator  10 . 
     In this more preferred form of the ground-effect vehicle, the second surface-effect sensor rod  9   b  is pivotally mounted on the hull  1  at a third pivot point  33  on the second surface-effect sensor rod  9   b . This third pivot point  33  defines a first pivot side  34  of the second surface-effect sensor rod  9   b  and a second pivot side  35  of the second surface-effect sensor rod  9   b  which is opposite the first pivot side  34  of the second surface-effect sensor rod  9   b  such that the third pivot point  33  is situated between the first pivot side  34  of the second surface-effect sensor rod  9   b  and the second pivot side  35  of the second surface-effect sensor rod  9   b.    
     Preferably, the elevator  10 , pivotally mounted on the hull  1 , includes a front edge  36  facing the front section  14  of the hull  1  and a rear edge  37  situated opposite the front edge  36  and facing the aft section  16  of the hull  1 . 
     The second cable-and-pulley system  32 , mentioned previously, preferably includes a third cable  38  and a third pulley  39  having a circumference, and a fourth cable  40  and a fourth pulley  41  having a circumference. The third cable  38  engages at least a portion of the circumference of the third pulley  39 , and the fourth cable  40  engages at least a portion of the circumference of the fourth pulley  41 . 
     Each of the third cable  38  and the fourth cable  40  has a first axial end  42  and a second axial end  43  situated opposite the first axial end  42 . The first axial end  42  of the third cable  38  is coupled to the elevator  10  in proximity to the rear edge  37  of the elevator  10 . Similarly, the first axial end  42  of the fourth cable  40  is coupled to the elevator  10  in proximity to the front edge  36  of the elevator  10 . The second axial end  43  of the third cable  38  is coupled to the second surface-effect sensor rod  9   b  on the second pivot side  35  of the second surface-effect sensor rod  9   b  defined by the third pivot point  33 , and the second axial end  43  of the fourth cable  40  is coupled to the second surface-effect sensor rod  9   b  on the first pivot side  34  of the second surface-effect sensor rod  9   b  defined by the third pivot point  33 . 
     Preferably, the second surface-effect sensor rod  9   b  is pivotally movable on the hull  1  in a first direction toward the forward section  14  of the hull  1  and in a second direction away from the forward section  14  of the hull  1 . 
     When the second surface-effect sensor rod  9   b  is pivotally moved on the hull  1  in the first direction toward the forward section  14  of the hull  1 , the second surface-effect sensor rod  9   b  causes the elevator  10  to pivotally move on the hull  1  such that the rear edge  37  of the elevator  10  moves in a direction upwardly and away from the hull  1  and the front edge  36  of the elevator  10  moves in a direction downwardly and toward the hull  1 . When the second surface-effect sensor rod  9   b  is pivotally moved on the hull  1  in the second direction away from the forward section  14  of the hull  1 , the second surface-effect sensor rod  9   b  causes the elevator  10  to pivotally move on the hull  1  such that the front edge  36  of the elevator  10  is moved in a direction upwardly and away from the hull  1  and the rear edge  37  of the elevator  10  is moved in a direction downwardly and toward the hull  1 . 
     In a more preferred form, and as shown in the drawing, the ground-effect vehicle further includes retractable wheels  2 ,  3  mounted on the hull  1 . Preferably, at least one wheel  2  of the retractable wheels  2 ,  3  is mounted on the forward section  14  of the hull  1 , and at least another wheel  3  of the retractable wheels  2 ,  3  is mounted on the aft section  16  of the hull  1 . Even more preferably, at least one of the wheels  3  is operatively coupled to the motor  4 .