Abstract:
A watercraft includes a watercraft control mechanism that is capable of steering, decelerating, and/or trimming a watercraft without causing the stern to elevate and the bow to dive; steers or assists steering in off-power situations; steers, trims and/or decelerates a watercraft, or assists in steering, trimming, and/or decelerating a watercraft that can be stowed or retracted to minimize hydrodynamic drag at high speeds; steers, trims and/or decelerates a watercraft, or assists in steering, trimming, and/or decelerating a watercraft that does not become clogged or jammed by seaweed or flotsam or foreign objects floating in the water; and decelerates or assists in decelerating a watercraft in a smooth and stable manner when the watercraft is travelling at high speeds.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS  
       [0001]    This application claims priority to U.S. Application No. 60/316,269, filed Sep. 4, 2001, the entire contents of which are hereby incorporated by reference. U.S. Pat. No. 6,174,210 is hereby incorporated by reference in its entirety. 
     
    
     
       BACKGROUND OF THE INVENTION  
         [0002]    1. Field of the Invention  
           [0003]    This present invention relates to watercraft control mechanism, and more particularly to watercraft control mechanism that provide enhanced, integrated steering, decelerating and trimming.  
           [0004]    2. Description of Related Art  
           [0005]    In recent years, the demands of racers and recreational users alike for greater performance and maneuverability have driven the designers of watercraft to reconsider the control mechanisms used for steering, decelerating and trimming. Various mechanisms are known for steering, decelerating and trimming watercraft and the mechanisms may used alone or in combination.  
           [0006]    A watercraft may be steered by either turning the propulsion source, such as an outboard motor or a jet-propulsion nozzle, or by actuating control surfaces, such as a rudder or flaps or tabs, of the personal watercraft. The rudder generally defines a substantially vertical control surface and the flaps or tabs generally define either a horizontal or vertical control surface. U.S. Pat. Nos. 4,615,290 and 4,632,049 to Hall et al. and U.S. Pat. No. 4,352,666 to McGowan disclose steering mechanisms including vertical fins and rudders. U.S. Pat. No. 5,193,478 to Mardikian discloses steering mechanisms including horizontal tabs or flaps.  
           [0007]    A watercraft may be decelerated by reversing thrust, redirecting thrust toward the bow of the watercraft, or by creating drag by introducing a control surface substantially perpendicular to the watercraft&#39;s direction of travel. Deceleration by reversing thrust is the most common technique, but the deceleration is slow due to the time lag required to stop and then reverse the propeller.  
           [0008]    Decelerating by redirecting the thrust toward the bow is commonly done by placing a thrust-reversing bucket or reverse gate in the path of the water jet. U.S. Pat. Nos. 5,062,815, 5,474,007, 5,494,464, and 5,607,332 to Kobayashi et al. and U.S. Pat. No. 5,154,650 to Nakase disclose thrust-reversing buckets and reverse gates. Although these thrust-reversing buckets tend to direct the water jet forwards (toward the bow), they also direct the water jet downwards. The downwardly directed water jet lifts the stern of the watercraft and causes the bow to dive. The sudden diving of the bow makes the watercraft susceptible to flooding and instability and makes it difficult for the rider to remain comfortably seated and in control of the steering handle or wheel.  
           [0009]    U.S. Pat. No. 5,092,260 to Mardikian discloses a watercraft control mechanism for a personal watercraft including a hinged, retractable flap mounted on each side of the hull and an actuator for angling the flaps into the water to slow the watercraft. The flaps pivot such that the trailing edge is lower than the leading edge, thereby creating an undesirable elevating force at the stern.  
           [0010]    Trimming or stabilizing of watercraft is achieved by adjusting the angle of tabs mounted aft on the hull. Trim-tabs are used to alter the running attitude of the watercraft, to compensate for changes in weight distribution, and to provide the hull with a larger surface for planing. U.S. Pat. No. 4,854,259 to Cluett, U.S. Pat. No. 4,961,396 to Sasawaga, and U.S. Pat. No. 4,323,027 to Schermerhorn disclose trim-tab systems for watercraft. U.S. Pat. No. 4, 749,926 to Ontolchik, U.S. Pat. No. 4,759,732 to Atsumi, U.S. Pat. No. 4,908,766 to Takeuchi, and U.S. Pat. No. 5,263,432 to Davis disclose trim-tab control systems that are actuated by electronic feedback control systems that sense the watercraft&#39;s pitch and roll, as well as wave condition, and make adjustments to the trim-tabs to stabilize the watercraft. The trim-tab control mechanisms deflect the water downward and thus elevate the stern. U.S. Pat. No. 4,967,682 to O&#39;Donnell discloses a twin-trim-tab mechanism capable of deflecting the water under the hull either upwards or downwards to lower or elevate the stern, respectively. The twin-trim-tab mechanism is for stabilizing the watercraft and not for braking.  
           [0011]    Steering, braking and trimming can be performed synergistically. U.S. Pat. No. 5,193,478 to Mardikian discloses an adjustable brake and control flaps for steering, braking and trimming a watercraft. The control flaps, located at the stern, in their fully declined position act as brakes for the watercraft. Differential declination of the control flaps results in trimming and steering of the watercraft. The control flaps provide steering, braking and trimming in a manner analogous to the flaps and ailerons of an aircraft. During braking, however, the downward sweep of the control flaps causes the stern of the watercraft to rise and the bow to dive, creating the potential for flooding and instability. Diving of the bow is uncomfortable for the rider and makes control of the watercraft during hard braking maneuvers more difficult.  
           [0012]    U.S. Pat. No. 3,272,171 to Korcak discloses a control and steering device for a watercraft including a pair of vanes pivotally mounted to the hull that can be opened below the hull. The vanes are hinged at the ends closest to the stern and open toward the bow. As water is scooped by the opening vanes, the force of the water on the vanes forces the vanes to open even more. In order to prevent the vanes from being violently flung open against the underside of the watercraft, a ducting system in incorporated into the vanes to channel the scooped water through the rear of the vanes to cushion the hull from impact of the rear of the vanes. The scooping action of the vanes induces a great deal of turbulence on the underside of the watercraft, especially when braking at high speeds. The amount of water that is channeled through the ducting system is also minimal and thus braking might, in some conditions, be too harsh. The vanes and their associated attachment bases on the underside of the watercraft create drag at high speeds, even when fully retracted. The vanes are not integrated with the main steering mechanism, such as a rudder or a steerable nozzle, to provide better cornering. The vanes may also scoop up seaweed, flotsam or other objects floating in the water that may prevent the vanes from closing or clog the ducting system. Large gears must also be provided to retract and close the vanes when they are scooping water which adds weight to the rear of the watercraft and causes the rear of the watercraft to sag.  
           [0013]    When the user stops applying the throttle, the motor speed (measured in revolutions per minute or RPMs) drops, slowing or stopping the flow of water through the nozzle of the jet propulsion unit at the rear of the watercraft and, therefore, reducing the water pressure in the nozzle. This is known as an “off-throttle” situation. Pump pressure will also be reduced if the user stops the engine by pulling the safety lanyard or pressing the engine kill switch. The same thing would occur in cases of engine failure (i.e., no fuel, ignition problems, etc.) and jet pump failure (i.e., rotor or intake jam, cavitation, etc.). These are known as “off-power” situations. For simplicity, throughout this application, the term “off-power” will also include “off-throttle” situations, since both situations have a similar effect on pump pressure.  
         SUMMARY OF THE INVENTION  
         [0014]    There exists a need for a watercraft control mechanism capable of steering, decelerating, and/or trimming a watercraft without causing the stern to elevate and the bow to dive. There also exists a need for a watercraft control mechanism that allows for steering of the watercraft in off-power situations.  
           [0015]    It is one aspect of the invention to provide a watercraft control mechanism that steers or assists steering in off-power situations.  
           [0016]    It is another aspect of the invention to provide a watercraft control mechanism that steers, trims and/or decelerates a watercraft, or assists in steering, trimming, and/or decelerating a watercraft that can be stowed or retracted to minimize hydrodynamic drag at high speeds.  
           [0017]    It is a further object of the invention to provide a watercraft control mechanism that steers, trims and/or decelerates a watercraft, or assists in steering, trimming, and/or decelerating a watercraft that does not become clogged or jammed by seaweed or flotsam or foreign objects floating in the water.  
           [0018]    It is a still further object of the invention to provide a watercraft control mechanism that decelerates or assists in decelerating a watercraft in a smooth and stable manner when the watercraft is travelling at high speeds. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0019]    [0019]FIG. 1 is a schematic side elevation view of a watercraft including a watercraft control mechanism according to an exemplary embodiment of the invention;  
         [0020]    [0020]FIG. 2 is a schematic bottom view of the watercraft of FIG. 1;  
         [0021]    [0021]FIG. 3 is a schematic side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0022]    [0022]FIG. 4 is a schematic bottom view of the watercraft of FIG. 3;  
         [0023]    [0023]FIG. 5 is a schematic side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0024]    [0024]FIG. 6 is a schematic bottom view of the watercraft of FIG. 5;  
         [0025]    [0025]FIG. 7 is a rear partial perspective view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0026]    [0026]FIG. 8 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0027]    [0027]FIG. 9 is a schematic bottom view of the watercraft of FIG. 8;  
         [0028]    [0028]FIG. 10 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0029]    [0029]FIG. 11 is a schematic bottom view of the watercraft of FIG. 10;  
         [0030]    [0030]FIG. 12 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0031]    [0031]FIG. 13 is a schematic bottom view of the watercraft of the watercraft of FIG. 12;  
         [0032]    [0032]FIG. 14 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0033]    [0033]FIG. 15 is a schematic side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0034]    [0034]FIG. 16 is a schematic side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0035]    [0035]FIG. 17 is a schematic bottom view of the watercraft of FIG. 16;  
         [0036]    [0036]FIG. 18 is a schematic side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0037]    [0037]FIG. 19 is a schematic rear view of the watercraft of FIG. 18;  
         [0038]    [0038]FIG. 20 is a schematic side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0039]    [0039]FIG. 21 is a schematic rear view of the watercraft of FIG. 20;  
         [0040]    [0040]FIG. 22 is a schematic partial bottom view of the watercraft of FIGS. 20 and 21;  
         [0041]    [0041]FIG. 23 is a schematic side elevation view of a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0042]    [0042]FIG. 24 is a schematic side elevation view of a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0043]    [0043]FIG. 25 is a schematic side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0044]    [0044]FIG. 26 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0045]    [0045]FIG. 27 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0046]    [0046]FIG. 28 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0047]    [0047]FIG. 29 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0048]    [0048]FIG. 30 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0049]    [0049]FIG. 31 is a schematic partial rear view of the watercraft control mechanism of FIG. 30;  
         [0050]    [0050]FIG. 32 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0051]    [0051]FIG. 33 is a schematic partial side elevation view of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0052]    [0052]FIG. 34 is a bottom view of the watercraft of FIG. 33;  
         [0053]    [0053]FIG. 35 is a schematic illustration of an actuator for a watercraft control mechanism according to an exemplary embodiment of the invention;  
         [0054]    [0054]FIG. 36 is a schematic top view of a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0055]    [0055]FIG. 37 is a schematic side elevation view of the watercraft control mechanism of FIG. 36;  
         [0056]    [0056]FIG. 38 is a schematic side elevation view of a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0057]    [0057]FIG. 39 is a schematic top view of a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0058]    [0058]FIG. 40 is a schematic illustration of a watercraft control mechanism according to another exemplary embodiment of the invention;  
         [0059]    [0059]FIG. 41 is a schematic illustration of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention; and  
         [0060]    FIGS.  42 - 44  are schematic partial rear perspective views of a watercraft including a watercraft control mechanism according to another exemplary embodiment of the invention. 
     
    
     DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS  
       [0061]    Various exemplary embodiments of watercraft including watercraft control mechanisms according to the present invention will be described with reference to the drawings, wherein like reference numbers describe like features.  
         [0062]    As used throughout the following, the use of terms such as “front”, “forward”, “back”, “rearward”, “top”, and “bottom” refer to the situation when the watercraft is in the upright position travelling in a forward direction.  
         [0063]    Referring to FIGS. 1 and 2, a watercraft  100  includes a hull  101 . A rudder  102  having an angled flap  103  is deployable under the front and in the middle of the hull  101 . As shown in FIG. 2, the rudder  102  is pivotable about a point  104  to allow for steering of the watercraft  100 . The rudder  102  is pivotable with respect to the longitudinal axis  105  and a transverse axis  106  of the watercraft  100 . The flap  103  is attached to the rudder  102  to provide for braking and lifting of the bow of the watercraft  100 .  
         [0064]    Referring to FIGS. 3 and 4, a watercraft  200  includes a hull  201 . A keel  202  is pivotably attached to the hull  201 . The keel  202  is pivotable about a point  204  to allow or steering of the watercraft  200 . The keel  202  is pivotable with respect to the longitudinal axis  205  and a transverse axis  206  of the watercraft  200 . As shown in FIG. 4, the keel  202  is generally triangular in shape, although it should be appreciated that the keel  202  may be any other shape. The keel  202  is flush with the hull  201 , as shown in dashed lines in FIG. 3, when not deployed.  
         [0065]    Referring to FIGS. 5 and 6, a watercraft  300  includes a hull  301 . Tabs  302  are attached to sides of the hull  301  towards the front of the watercraft  300  at an angle to the longitudinal axis  305  and the transverse axis  306  of the watercraft  300 . The tabs  302  define a flat surface and act to scoop water when dipped in the water to allow for steering of the watercraft  300 . The tabs  302  can be individually deployed to effect turning of the watercraft  300  and may be flush with the hull  301  when not deployed.  
         [0066]    Referring to FIG. 7, a watercraft  400  includes a hull  401 . A nozzle  402  is pivotally attached to the hull  401  on a mounting member  403  attached to a transverse member  404  that is rotatably supported at both ends by bearings or journals  405 . An actuator  406 , such as a cable or rod, is attached to the mounting member  403  to pivot the mounting member  403 , and thus the nozzle  402 , to direct the water jet upward or downward to raise or lower, respectively, the stern of the watercraft  400 .  
         [0067]    Referring to FIGS. 8 and 9, a watercraft  500  includes a hull  501 . Hook shaped tabs  502  are pivotably provided on opposite sides of the longitudinal axis  505  of the watercraft  500 . The tabs  502  are pivotably connected to the rear of the hull  501  below the transom. The tabs  502  are pivoted by actuators  503  that each include, for example a cable  504  and an intermediate link member  506  that is pivotably attached to the a respective tab  502 . It should be appreciated that other types of actuators may be used. When pivoted to the position shown in dotted lines in FIG. 8, the tabs  502  direct the water flow upward which causes the rear of the watercraft  500  to be pushed down in the water, preventing the front of the watercraft  500  from diving. The tabs  502  may be individually deployed (pivoted) or each deployed (pivoted) different amounts to affect turning of the watercraft  500 . The flow of water against the hook shaped tabs  502  generates a force that tends to force or pull the rear of the hull  501  into the water.  
         [0068]    Referring to FIGS. 10 and 11, a watercraft  600  includes a hull  601 . Flaps  602  are pivotably attached to a ride plate  607 , that is attached to the hull  601 , on opposite sides of the longitudinal axis  605  of the watercraft  600 . Actuators  603  pivot the flaps  602  from the closed position shown in solid line FIG. 10 to the open position shown in dotted lines in FIG. 10. When both flaps  602  are opened the water flow is directed upward and the rear of the watercraft  600  is pushed down into the water while the watercraft  600  is decelerated. The flaps  602  may also be deployed (pivoted) individually or each deployed (pivoted) different amounts to affect turning of the watercraft  600 .  
         [0069]    Referring to FIGS. 12 and 13, a watercraft  700  includes a hull  701 . Flaps  702  are pivotably attached to a support member(s)  703 , such as a bracket(s), that is attached to the transom  706  of the watercraft  700 . The flaps  702  are provided on opposite sides of the longitudinal axis  705  of the watercraft  700 . Actuators  704  connected to the middle of the flaps  702  pivot the flaps  702  to direct the water flow upward, thus decelerating the watercraft  700  and pushing the rear of the watercraft  700  down.  
         [0070]    Referring to FIG. 14, a watercraft  800  includes a hull  801 . A flap  802  is pivotably connected to a tab  803  that is pivotably attached to the hull  801 , or to the ride plate, and deployable into the water flow. A spring is provided at the pivotal connection  804  of the flap  802  and the tab  803 . The spring loaded flap  802  provides more constant efficiency at high and low speeds.  
         [0071]    Referring to FIG. 15, a watercraft  900  includes a hull  901 . Sponsons  902  are pivotably attached to the hull  901  at rear portions thereof. The front portion of the sponsons  902  dip into the water when the watercraft  900  is turned.  
         [0072]    Referring to FIGS. 16 and 17, a watercraft  1000  includes a hull  1001 . Flaps  1002  are pivotably attached to the hull  1001  rearward of the sponsons  1003  and on opposite sides of the longitudinal axis  1005 . Each flap  1002  is disposed at an angle so that when deployed, the flap  1002  causes the watercraft  1000  to turn and also pulls the side of the watercraft  1000  into the water. The flaps  1002  are flush with the hull  1001  when not deployed.  
         [0073]    [0073]FIGS. 18 and 19 illustrate a modification of the watercraft of FIGS. 16 and 17. The watercraft  1100  includes a hull  1101  having sponsons  1103  on opposite sides of the hull  1101 . The watercraft  1100  also includes flaps  1102  on opposite sides of the hull  1101 . The flap support and actuation mechanisms  1104  are supported outside the hull  1101  and the flaps  1102  are not flush with the hull  1101  when deployed.  
         [0074]    Referring to FIGS.  20 - 22 , a watercraft  1200  includes a hull  1201  and a ride plate  1203 . Fins  1202  extend downward from the ride plate  1203 . The fins  1202  are attached to a rotatable section  1204  of the ride plate  1203  to allow for steering of the watercraft  1200 . It should be appreciated that the entire ride plate  1203  may be rotatable, and not just a section.  
         [0075]    Referring to FIG. 23, a watercraft control mechanism includes a rudder  10  pivotably attached to a nozzle  20  of a jet propulsion unit of a watercraft. The rudder  10  may be spring loaded to pivot from the position shown in dashed lines into the path of the water jet J as shown in solid lines as the pressure of the water jet decreases during deceleration of the watercraft to allow for steering of the watercraft during deceleration. Although the rudder  10  is shown pivotably attached to the top of the steerable nozzle  20 , it should be appreciated that the rudder  10  may be pivotably attached to the bottom of the steerable nozzle  20 .  
         [0076]    [0076]FIG. 24 shows a modification of the watercraft control mechanism of FIG. 23. A closure  11  is pivotably attached to a nozzle of the jet propulsion unit of a watercraft. The closure  11  covers the opening of the nozzle  20  when in the position shown in solid lines. The closure  11  is spring loaded to be pivoted from the position shown in dashed lines into the water jet J during deceleration of the watercraft and includes a rudder  12  that contacts the steerable nozzle  21  to limit the pivoting movement of the closure  11 . Although the closure  11  is shown attached to the bottom of the steerable nozzle  21 , it should be appreciated that the closure  11  may be pivotably attached to the top of the steerable nozzle  20 .  
         [0077]    Referring to FIG. 25, a watercraft  1300  includes a hull  1301  and an inlet grill  1302  on the bottom of the hull  1301  that prevents seaweed and flotsam from entering the water jet propulsion unit of the watercraft  1300 . Deployable tabs  1303  are provided on the inlet grill  1302  and are pivotable through an angle  1304  to provide deceleration of the watercraft  1300 .  
         [0078]    Referring to FIG. 26, a watercraft  1400  includes a hull  1401  and a steerable nozzle  1402 . The steerable nozzle  1402  is movable up and down as shown in dashed lines and includes a conduit  1403  in a bottom portion that catches water as the steerable nozzle  1402  is moved down. Water flow  1405  bypasses the impeller and flows into the conduit  1403  to provide steering of the watercraft  1400  as the steerable nozzle  1402  is turned.  
         [0079]    [0079]FIG. 27 shows a modification of the watercraft and watercraft control mechanism of FIG. 26. A watercraft  1500  includes a hull  1501  and a steerable nozzle  1502 . The steerable nozzle  1502  includes a bottom conduit  1503  through which the water flow  1504  can bypass the impeller of the water jet propulsion unit. A deployable tab  1505  is attached to the hull  1501  to direct the water flow  1504  into the bottom conduit  1503 .  
         [0080]    Referring to FIG. 28, a watercraft  1600  includes a hull  1601  and a water jet propulsion unit  1605  including a venturi  1606  and a steerable nozzle  1602 . A pump bypass conduit  1603  is provided to allow the waterflow  1604  to pass directly from the inlet to the venturi  1606  when needed. When stopped, the impeller of the water jet propulsion  1605  almost completely blocks the waterflow  1604  through the water jet propulsion unit  1605  and the steerable nozzle  1602 . The conduit  1603  opens when the throttle is released and the impeller is stopped to permit the waterflow  1604  to flow into the steerable nozzle  1602  to allow steering of the watercraft  1600 .  
         [0081]    Referring to FIG. 29, a watercraft  1700  includes a hull  1701  and a steerable nozzle  1702  of a water jet propulsion unit. A reverse gate  1705  is pivotably attached to the steerable nozzle  1702  and an actuator  1704  is operatively connected to the gate  1705  to pivot the gate  1705  from the position in dashed lines to the position in solid lines. In the position shown in solid lines, the gate  1705  acts to brake the watercraft  1700 . A rudder  1703  is attached to the gate  1705 .  
         [0082]    Referring to FIGS. 30 and 31, a watercraft  1800  includes a hull  1801  and a steerable nozzle  1802  of a water jet propulsion unit. A gate including a plurality of panels  1803  pivotably attached to the steerable nozzle  1802 . The panels  1803  are pivotable into the water jet to allow for deceleration of the watercraft  1800 . Although eight panels  1803  are shown, it should be appreciated that any number of panels may be provided.  
         [0083]    Referring to FIG. 32, a watercraft  1900  includes a hull  1901  and a ride plate  1902  pivotably attached to the hull  1901  at a rear portion  1903  of the hull. The ride plate  1902  is pivoted from the position shown in solid lines to the position shown in dashed lines to assist in braking the watercraft  1900 .  
         [0084]    Referring to FIGS. 33 and 34, a watercraft  2000  includes a hull  2001  and a steerable nozzle  2002  of a water jet propulsion unit. A pivotable flap or flaps  2003  that assist in braking the watercraft  2000  are attached to the hull  2001  or the ride plate and are connected to an actuator  2005  through link members  2006  and  2007 . The steerable nozzle  2002  is connected to an actuator  2004  through a link  2008 . The actuator  2005  is operatively connected to and actuated by one handle on the watercraft handle bar and the actuator  2004  is operatively connected to and actuated by the handle bar.  
         [0085]    Referring to FIG. 35, a watercraft control mechanism  70  of a watercraft includes a push/pull cable  71  having a first end  71   a  connected to a steerable nozzle (not shown) of a water jet propulsion unit and a second end  71   b  connected to a member  72  fixed to a steering column  73 . Cables  74  and  75  are connected to a steering mechanism (not shown), such as a rudder, independent of the steerable nozzle, at first ends  74   a  and  75   a,  respectively, and are connected to the member  72  at second ends  74   b  and  75   b,  respectivley, to provide for steering of the watercraft.  
         [0086]    Referring to FIGS. 36 and 37, a watercraft control mechanism includes a sponson  30  having flaps  31  disposed therein. The flaps  31  are pivotable about vertical axes  32  and are deployable (pivotable) with respect to the water flow F to assist in steering the watercraft. The watercraft control mechanism includes a sponson  30  disposed on each side of the hull of the watercraft. Although a plurality of flaps are shown, it should be appreciated that only one flap may be used.  
         [0087]    Referring to FIG. 38, a watercraft control mechanism includes a sponson  40  having a pivotable flap  41  attached thereto. When deployed, a front portion  41   a  of the sponson dips into the water flow F and a rear portion  41   b  extends above the sponson  41 . Deployment of the flap  41  assists in preventing the rear of the watercraft from elevating during deceleration of the watercraft. The watercraft control mechanism includes a sponson  40  disposed on each side of the hull of the watercraft. Although a single flap is shown, it should be appreciated that a plurality of flaps may be used. The flap  41  is pivotable about a horizontal axis  41   c.    
         [0088]    Referring to FIG. 39, a watercraft control mechanism includes a sponson  50  having a pivotable flap  52  supported by a support member  51 . The flap  52  is deployable (pivotable) about a vertical axis  53  into the water flow F to assist in steering the watercraft. The watercraft control mechanism includes a sponson on each side of the hull of the watercraft. Although a single flap is shown, it should be appreciated that a plurality of flaps may be used.  
         [0089]    Referring to FIG. 40, a watercraft control mechanism includes a venturi  60  of a water jet propulsion unit. Side thrusters  61  are provided on opposite sides of the venturi  60  before an impeller  63  of the water jet propulsion unit and valves  62  control the flow of water through the side thrusters  61 . Selectively allowing water flow through a side thruster  61  by opening a valve  62  assists in steering the watercraft. The degree of opening of each valve  62  may be controlled to more finely control the steering of the watercraft. When the engine is stopped, the impeller  63  blocks the flow of water through the propulsion unit. Opening of one valve  62  while the remaining valve is closed allows water to flow through the open valve and steering of the watercraft.  
         [0090]    Referring to FIG. 41, a watercraft  2100  includes a hull  2101 , a motor  2102 , such as an internal combustion engine, and a water jet propulsion unit  2106 . A drive shaft  2103  connects the motor  2102  to the water jet propulsion unit  2106 . An impeller  2104  is mounted to the drive shaft  2103  to increase the pressure of water flowing through the water jet propulsion unit  2106  and out of a venturi  2107  to propel the watercraft  2100 . A ratchet mechanism  2105  is connected to the impeller  2104  and allows the impeller to counter-rotate to permit the water to flow through the nozzle when the throttle stops. A clutch mechanism may be provided in addition to or instead of the ratchet mechanism to disengage the impeller  2104  and allow the impeller  2104  to rotate freely.  
         [0091]    Alternatively, the ratchet mechanism could be replaced by a clutch on the drive shaft  2103  that disengages when the throttle is released to permit the impeller  2104  to rotate freely and allow the water flow to the nozzle  2107 . Additionally, a brake may be placed on the drive shaft  2103  that assists with decelerating the watercraft  2100 , but not steering. The brake may be used in combination with either the ratchet mechanism or the clutch.  
         [0092]    Referring to FIGS.  42 - 44 , a watercraft  2200  includes a hull  2201 . Sponsons  2202  (only one being shown in FIG. 42) are attached to the hull  2201  at rear portions thereof. A rudder or vane  2205  is pivotably attached to a transom  2203  of the watercraft  2200  by a vane support  2204 . The vane support  2204  is pivotably attached to the transom  2203  about a horizontal axis A and is pivotable as shown by arrow AA. The vane  2205  is pivotably attached to the vane support  2204  about an axis B that is perpendicular to the vane support  2204  and is pivotable as shown by arrow BB to provide steering control to the watercraft  2200 . As the watercraft  2200  accelerates, the vane support  2204  pivots toward a recess  2206  in the transom  2203  as water pressure from waterflow F builds up. With the vane support  2204  fully pivoted into the recess  220   6  in the transom  2203 , as shown in FIG. 43, the vane  2205  does not contact the waterflow F (as shown in FIG. 43) and does not affect the steering and handling characteristics of the watercraft  2200 . Upon deceleration of the watercraft  2200  and decreasing water pressure from the waterflow F, the vane support  2204  and the vane support  2204  and the vane  2205  begin to pivot into the waterflow F to provide steering control to the watercraft  2200 . When the vane  2205  is in the down position, as shown in FIG. 44, if the watercraft  2200  contacts the bottom  2206  of the body of water the impact with the bottom  2206  will force the vane support  2204  to pivot upwards into the transom  2203  preventing damage to the vane  2205 .  
         [0093]    All of the control mechanisms disclosed herein may be linked to the steering mechanism of the watercraft, or to a mechanical link or sensor that actuates the control mechanism.  
         [0094]    Although the invention has been described in detail with reference to the exemplary embodiments outlined above, it should be understood that various modifications may be within the level of skill in the art without departing from the spirit and scope of the invention.