The present invention relates to a personal water craft in which the operator is positioned astride the craft.

Personal water craft (PWC) provide a useful means of travelling over water especially where the operator of the PWC is required to be in direct contact with the water. For example, the PWC is suited for use as a rescue vessel as the operator is able to readily extract a distressed person directly from the water. Such operators are typically required to be on patrol for extended periods, potentially several hours. Due to the relatively small length to width (or beam) ratio of conventional PWC, they are susceptible to choppy water conditions which impart considerable forces upon the hull of the vessel. As a result, choppy water conditions create an uncomfortable, bumpy ride for the PWC operator, which contributes to operator fatigue.

PWC typically comprise means for generating a water jet that is arranged to project water rearwardly from the vessel from a position that is on or below the water line. The PWC is consequently propelled in a forward direction. Choppy water conditions can cause conventional PWC to bounce out of the water and therefore lose forward propulsion.

It is desirable to provide a water vehicle having improved operator comfort together with improved vehicle performance and thus alleviates the above- mentioned problems.

A personal water craft (PWC) comprising a hull and a fairing, the hull comprising an operator position arranged behind the fairing, the operator position being configured to enable an operator to sit astride the PWC, the hull being configured to pierce waves formed on the surface of the water thereby reducing upwardly directed forces upon the PWC as the PWC moves through the water and the fairing being configured to form a substantially dry region over the operator position as the PWC moves through the water. The personal water craft (PWC) thus reduces operator fatigue during extended use of the PWC by reducing the forces upon the PWC and thus the operator, and by shielding the operator from water spray. Moreover, as the hull comprises a wave piercing design, and thereby the hull and thus the propulsion system is maintained within the water for a greater time than would otherwise be possible. Thus the performance of the propulsion system is therefore significantly improved.

The hull may comprise a length to beam ratio of at least 5.5:1 , preferably at least 6:1 , such that the fairing may be formed integrally with the hull. Alternatively, the fairing may be removably coupled to the hull.

The fairing may extend from a position near the bottom of the hull to a position arranged above or level with the operator position. The fairing may be configured with a slender trailing edge to further encourage formulation of a dry region over the operator position in use.

The PWC may further comprise an air intake for an engine of the PWC. The air intake may be located adjacent the operator position, preferably it may be positioned behind the fairing.

The engine preferably drives a propulsion system for propelling the vehicle within the water. The propulsion system may comprise a water jet. Alternatively, the propulsion system may comprise a propeller. The hull may comprise at least one passenger position arranged behind the operator. The passenger position may be configured to enable at least one passenger to sit astride the PWC, alternatively, the passenger position may be configured to enable a passenger to lie in a prone position.

The hull and fairing may be formed of a plastics material, such as fibre reinforced plastic.

An embodiment of the present invention will now be described by way of example only and with reference to the accompanying drawings, in which: Figure 1 is a plan view of the water vehicle of the present invention; and Figure 2 is a side view of the water vehicle of Figure 1.

Referring to the drawings, there is shown a personal water craft (PWC) 10. The PWC 10 is a very slender vessel that comprises a hull 11 and a fairing 12 which may be formed integrally with the hull 11 or which may be removably coupled to the hull 11. The hull 11 and the fairing 12, are, preferably, formed from one or more plastics materials e.g. a fibre reinforced plastics material. Alternatively, a light weight metal, such as aluminium, may be used to form the hull 11.

The hull 11 is substantially V-shaped in cross-section and preferably comprises a length to beam ratio of at least 6:1 to minimise wave making resistance. Opposite sides of the hull 11 converge toward a forward region or bow 11 a thereof, such that the forward region 11 a of the hull 11 is of a reduced volume compared with the rear region or stern 11 b of the hull 11. The configuration of the hull 11 and the associated length to beam ratio ensures that the hull 11 can pass through the water (not shown) with reduced water disturbance and further enables the PWC 10 to pass through or 'pierce' waves (not shown) rather than passing over them. The high, substantially vertical, forces experienced by a conventional planing craft as it rides over waves and lands back on the surface of the water, particularly in choppy conditions when travelling at speed, are avoided or at least substantially reduced. The hull 11 design thus reduces forces upon the PWC 10 when travelling across a body of water and thus reduces operator (not shown) fatigue.

An operator position 13 is arranged behind the fairing 12, which shields the operator from water spray. The operator position comprises the required controls 14 for operating the PWC 10. The fairing 12 comprises a partially transparent cover which extends from a lowermost portion of the hull 11 to a position, preferably above or level with the operator (not shown). The fairing serves to substantially shield the operator from water spray when the PWC 10 is travelling over/through the water. The fairing 12 slopes downwardly from its uppermost position to a position near the bow 11 a of the PWC 10, to streamline the fairing 12 and thus the PWC 10 as it moves through the water. The width of the hull 11 is such that the operator can sit astride the vehicle 10. The PWC 10 further comprises passenger positions 16a, 16b arranged upon the PWC 10, behind the operator position 13, which are also shielded from water spray by the fairing 12.

The propulsion system is configured to interact with the water. Consequently, the propulsion system is located such that the jet 17 or the propeller are located at the stern 11 b at or below a water line 15 of the PWC 10. The water line 15 describes the level to which the hull 11 is submerged in water given the buoyancy of the PWC 10 and the loading (due to the weight of the operator).

The PWC 10 is powered by an engine (not shown) which drives a propulsion system (not shown). The propulsion system may comprise a propeller (not shown) or a water jet 17. An air intake port 18 for the engine is, preferably, arranged behind the fairing 12 to minimise any ingress of water into the engine during operation of the PWC 10. Alternatively, the intake port 18 may be provided with an automatically closing flap to minimise water ingress.

When travelling across water, the fairing 12 acts to shield the operator (not shown) and any passenger (not shown) from water spray thereby improving operator and passenger comfort. The fairing 12 diverts water incident on the PWC 10 over the operator position 13 such that a substantially dry region or pocket is effected. Preferably, a trailing (or rearmost) edge of the fairing 12 is designed to be particularly fine or slender to further encourage formulation of the air pocket. The shape of the hull 11 and the length to beam ratio of the hull 11 ensures that the hull 11 can pass through the water with reduced water disturbance and hence reduced forces upon the PWC 10 when compared to a conventional PWC. This acts to further improve operator and passenger comfort. Further, the shape of the hull 1 , coupled with the wave piercing properties thereof, maintains the position of the stern 11 b of the hull 11 within the water to retain efficacy of the propulsion system, e.g. water jet 17, and thus maintain forward drive of the PWC 10, even in choppy conditions. The performance and stability of the PWC 10 is further affected by distribution of buoyancy within the hull 11. In other words, the buoyancy distribution of the hull 11 is designed to maintain appropriate trim characteristics for the PWC 10. In particular, a high level of buoyancy is installed in an upper region of the bow 11 a of hull 11. Meanwhile, the engine is located beneath the operator position 13. Planing surfaces or 'lifting planes' may be provided on the hull 11 to further enhance trim characteristics.

The ability of PWC 10 to pierce waves rather than ride over them serves to enhance the stability of the vehicle, notably in that certain waves which would tend to flip a conventional PWC do not affect PWC 10. Furthermore, the slenderness of the PWC 10 coupled with the distributed buoyancy described above lends a self-righting tendency to the PWC 10 which enhances the safety of the craft. If the PWC 10 was to be engulfed by a wave, the design of the hull 11 and the buoyancy distribution within the PWC 10 cause PWC 10 to return to the surface of the water which further enhances the safety of the PWC 10. Introduction of additional lifting surfaces such as canard wings can also be used to increase this tendency of the PWC 10 to return to the surface.

In summary, a personal water craft is presented having an increased level of operator comfort (and therefore reduced fatigue) through provision of a smoother, faster, more stable, dryer ride even when the sea conditions become choppy and rough, whilst maintaining ready access to the surface of the water.