CONTROL, AND SEATING SYSTEMS

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Patent Application Serial No. 62/129,253 filed on March 6, 2015 titled "Modular Personal Watercraft Steering, Control, and Seating Systems" and the disclosure of which is incorporated herein.

BACKGROUND OF THE INVENTION

1. Field of the Invention

[0002] The present invention relates generally to the field of atercrafts and more particularly to jet-powered personal watercraft (PWC). Specifically, a preferred embodiment of the present invention relates to hull constructions, steering, and seating systems for personal watercraft. Aspects of the present invention are particularly suitable for providing personal watercraft of the type that allows the user or operator to easily assemble and disassemble the watercraft into multiple parts for ease of transportation.

2, Discussion of the Related Art

[0003] Historically, it was known in the prior art to provide a jet-powered personal watercraft of the type generally here under consideration. A conventional personal watercraft is typically understood as a watercraft constructed to support an operator and possibly as many as three passengers on water. Typically, such personal watercraft is transported via a trailer that is towed by a vehicle to a water environment such as a lake, river, or ocean. Recognizing various shortcomings of such devices, the present applicant has added to the art various aspects associated with facilitating the transportability of such devices and enhanced the users' experience associated with use of these respective devices.

[0004] Still others have contributed other vehicle shapes and arrangements to provide different user experiences. Some provide personal watercrafts that lack what many would consider a conventional steering assembly. Many such devices physically resemble motorized surfboards with riders standing or kneeling on the watercraft. Such devices rely on the riders shifting of their body weight to effectuate steering of the watercraft in a desired direction. The PowerSurf is one such example. However, such devices suffer from certain drawbacks such as performing turns, particularly sharp turns, on such watercraft. Unfortunately, such sharp turns are commonly desired from both a rider enjoyment perspective and to effectuate avoidance maneuvers should the need arise.

[0005] Another entity, MOKAI, markets a motorized canoe that does not have a conventional steering arrangement or steering assembly but includes a joystick that is attached to the hull of the watercraft and the manipulation of which manipulates the speed and direction of travel of the underlying canoe or kayak. However, such a joystick solution requires direct interaction by the user and is difficult to operate from any position other than a low seated position,

[0006] Therefore it would be desirable to design watercraft steering system wherein the watercraft can be steered without direct physical interaction with a steering handlebar or other conventional steering assembly or via a direct touch based steering assembly associated with an underlying watercraft or with a steering system that dictates the orientation of the rider relative to the underlying watercraft.

[0007] There are also situations where it would periodically be desirable to control a personal watercraft without a person on the watercraft. These situations could include watersports with the watercraft pulling a person on a wakeboard, water skis, kneeboard, tube or small unpowered watercraft. Such operation of a watercraft commonly requires at least one person who remains on the watercraft. There are systems on the market that allow for remote throttle controls, such as for the Flyboard, which attaches to the jet pump of personal watercraft. However, such systems do not accommodate remote steering of the underlying watercraft. It would therefore also be desirable to allow the remote control of the speed and direction of a watercraft by a person being towed behind the respective powered watercraft.

[0008] Current personal watercraft also suffer from the additional drawback of a lanyard or other tether that is attached between the operator (typically on the wrist) and a kill switch associated with terminating operation of the underlying watercraft if separation between the operator and the watercraft occurs. For instance, if the rider or operator falls from the watercraft, the lanyard cord gets removed from the watercraft and activates the kill switch to stop the engine. However, many riders find the lanyards restrict their movement, are difficult to attach, or they simply forget to attach the lanyard thereby resulting in many riders not utilizing this feature of the design of many watercraft. Therefore it would also be desirable to develop a wireless proximity based kill switch activation that does not require a cord.

[0009] Current personal watercraft can also travel a considerable distance due to momentum of the watercraft in the event a rider or user is unintentionally separated from the watercraft and can be subject to drifting with wind or water currents requiring substantial effort for a fallen rider to reestablish an operating orientation relative to the watercraft. Other watercraft in the vicinity may also not be looking out for people in the water sometimes an appreciable distance from the watercraft thereby exposing a thrown rider or operator to the hazard of other watercraft. Thus it would also be desirable to provide a watercraft that, instead of shutting off or merely stopping forward progression in response to a thrown rider, continues running at a reduced speed and can automatically redirect itself toward a location associated with the current rider position or the location associated with the last positive interaction with the rider.

[0010] Many current personal watercraft also use a keyed on/off switch to allow the rider to start the watercraft. However, the keys are subject to getting dropped when getting onto the watercraft and people may not remember to remove the key before leaving the watercraft. Such keyed systems are also generally easy to bypass for even those that are fairly inexperienced but ill intentioned. Therefore it would also be desirable to develop an on/off capability that does not rely on a standard physical key and would be more secure than a standard physical key. It is envisioned that a wireless proximity device can replace the lanyard cord and which can also serve as an automatic on/off operating switch. Furthermore a proximity device may include coded information that must match the electronic controls in the watercraft to effectuate the starting operation. Such a configuration would provide an enhanced theft deterrent as possible thieves would need to be more sophisticated as replacement of the electronic control system would be required to effectuate starting of the respective watercraft.

[0011] Another aspect of the present invention is directed to improving rider comfort associated with the use of a personal watercraft vessel. Known personal watercraft that accommodate a rider in a seated or sitting position have cushioned seats for rider comfort and for shock absorption. For effective shock absorption, the seats need to be fairly large and thick. For a comfortable sitting position, many riders prefer the seat to be 18 inches or more above the position of the feet. Providing a seat of such mass and dimension detract from the compact nature of the watercraft and render many prior watercraft unable to fit conveniently into the back of a car for transport and to store in small places.

[0012] Further, many people also ride personal watercraft configured for operation in seated positions in standing and kneeling positions. During such use, seats constructed in such a manner have a tendency to get in the way and negate attaining the most comfortable standing and kneeling positions. Therefore, it would be desirable to design a seat that can be adjusted from a low position for transport, storage, standing operation and kneeling operation and a higher position for seated operation. It is further desired for such seat to have a shock absorbing feature without being provided in a thick cushion construction. For small watercraft, such as those provided by the present applicant, it is also desired to provide a seat assembly that does not inhibit access inside the watercraft. Preferably, such a seat can be provided in foldaway or removable manner.

[0013] It is further appreciated that personal watercraft riders or operators can vary widely in height, width and weight, so any single seat design will not be optimal for all riders. While an adjustable height seat can help adjust for height within a range, it still does not easily adjust for the weight or width of the rider. Therefore it would be desirable to offer easily switchable seats and easily switchable cushioning or impact dampening strengths. Preferably, such a seat does not interfere with convenient transport and/or storage of the watercraft and/or access to the internal spaces of the watercraft.

[0014] Still further considerations associated with personal watercraft construction relate to improving the robust construction of the hull and/or hull portions associated with such assemblies. For instance, should such watercraft impact objects such as a dock, stones associated with the bottom or shore of an operating environment, or other watercraft - such as when boarding or disembarking between a dock, shore, or other watercraft, such impacts may damage and/or blemish the hull assembly of the watercraft. If severe or repeated, such impacts can result is damage sufficient to fracture or puncture the hull and/or otherwise detrimentally affect the operability or seaworthiness of the watercraft, require expensive repairs, and/or other undesirable ingress of water into the cavity defined by the hull assembly. It would therefore be desirable to improve the robust nature of the hull of the watercraft such that the hull is able to withstand more and greater severity impact events without damage to the operative and or aesthetic appearance of the hull and/or other objects such as adjacent watercraft.

[0015] Smaller watercraft hulls are traditionally constructed of fiberglass, plastic, or aluminum materials. When constructed of one of such various "lighter" weight materials, the walls of the hull of the watercraft assembly are commonly at least approximately 4 mm thick when constructed of fiberglass or plastic type materials and at least approximately 1.5 mm thick when constructed of aluminum or other lightweight metal type materials and define the cavity or the volume associated with the shape of the watercraft. The respective relative thicknesses of the non-metallic materials are selected to achieve and maintain the desired structural integrity of the watercraft hull assembly and result in hull assemblies having greater structural integrity but sacrifices to the weight of the resulting watercraft assembly.

[0016] Others, in an attempt to improve the structural integrity of the hull assembly, provide a personal watercraft having a hull that is formed entirely of duminum or other metal-type materials. Although such a construction is fairly robust, such an approach yields a watercraft that is virtually non-manually transportable, weighing nearly 950 pounds dry weight, short the assistance of several very physically robust persons. Some such watercraft assemblies are also constructed to entrap or contain air or foam filled compartments intended to improve buoyancy or flotation of the watercraft should the watercraft capsize or otherwise experience the ingress of water within the confines of the watercraft assembly. Such considerations also tend to dramatically increase the weight of the underlying watercraft and thereby detract from the manual or unassisted manual transportation of the resultant watercraft. It would therefore be desirable to provide a watercraft having a relatively lightweight hull assembly and which has improved buoyancy and structural integrity. It is further desired to improve the structural and buoyancy performance of the watercraft hull in a manner that does not dramatically detract from the weight and thereby the manual and/or unassisted transport of the resultant watercraft.

[0017] These and other aspects associated with providing an improved watercraft construction will be further understood from the following summary and detailed description of the present invention. SUMMARY AND OBJECTS OF THE INVENTION

[0018] The present invention overcomes one or more of the shortcomings disclosed above. An effect of the modular, personal watercraft is to allow a user to disassemble the watercraft without the use of special tools into parts light and small enough for a single person to carry or transport the entirety of the watercraft with limited effort. The modular, personal watercraft includes a power pod for supporting a water jet pump and power plant or engine system. Aspects of the present invention, while usable together or in combination, can be grouped into four distinct categories, all relating to watercraft and related to (1) a steering assembly or system that is at least partly located on a module that is removable from the module associated with a steering nozzle, (2) a steering system that does not include a traditional handlebar steering assembly, (3) a wireless ignition or operation switch and/or key and anti-theft methodology, (4) an adjustable shock absorbing seat system or assembly, and (5) a watercraft hull assembly that is more robust than other personal watercraft hull assemblies but which remains relatively lightweight so as to not detract from the manual transport of the watercraft.

[0019] In a first aspect the present invention includes a method for having the steering assembly on a module of a modular watercraft that is different than the module that contains the steering nozzle. In order to effectuate the steering, the watercraft includes at least one connection methodology associated with communicating an operational instruction from the operator to the watercraft. It is envisioned thai such connection methodologies can include one or more of (a) a push-pull or rotational mechanical connection mechanism for transferring steering from one module to the other module, (b) steering by wire, where a position sensor on the steering assembly measures the intended steering angle (or at least the steering direction) and via electric wires connecting between the modules sends the signal to an actuator that pushes or pulls or rotates the steering nozzle to the desired position and (c) a system similar to (b) as described above but steering angle/direction signal that is wireless transmitted, via Bluetooth or other wireless connection, between the respective input device and the underlying watercraft.

[0020] The present invention also includes a lever arm associated with the actuator, either allowing a small actuator movement to effect a larger and quicker movement of the steering nozzle or allowing a less powerful actuator to use leverage to easily move the steering nozzle. [0021] For ease in transport and storage, another aspect of the invention allows the steering assembly to be detachable from the watercraft module. In the case of mechanical connection, the steering connection is removable at the bottom of the steering arm. In the case of a wired connection, an electric cord is detachable from the watercraft module. In preferred aspects, a mechanical disconnection of the steering assembly is allowed. In a preferred aspect of the invention, detachment and re-attachment of the steering assembly can be effectuated with simple hand or power tools or no tools.

[0022] With respect to the second category of the present invention associated with the steering methodology, a watercraft is controlled without using a steering assembly even if the underlying watercraft includes a mechanical steering assembly. In this aspect, a position sensor or direction sensor, such as a gyroscopic sensor will indicate the left, right and neutral direction or indicate the nozzle position. The sensor may also indicate throttle controls to accelerate, decelerate or maintain speed and the activation of a brake if the watercraft has a braking device. The signal from the sensor will be transferred via electric wires or wirelessly to the steering actuator, throttle actuator, and/or brake actuator. The sensor(s) could be located on the rider or held by the rider or not otherwise affixed to the hull of watercraft. For example, a gyroscopic sensor on the body of the rider can measure rider lean angles and translate that to steering, throttle and brake actions or instructions. Such gyroscopic sensors may use sensors included in other devices such as mobile phones. In another example, the rider will have a handheld device to provide the operational instruction signals to the watercraft. The above direction sensors may also combined with existing wired or wireless solutions for throttle and braking control. It is further envisioned that such remote operational instruction methodology can be provided in a manner wherein the rider is allowed to physically control operation of the underlying watercraft or selectively activate the remote operational control.

[0023] In another aspect of the invention, the person controlling the watercraft is not located on the watercraft, but instead being pulled behind the watercraft. The technical solution is the same as when the person is on the watercraft except the signal would be transferred by an electric wire attached/within a longer pulling cord or tow rope or with a wireless methodology working over a proximate but remote distance as compared to direct physical interaction with the underlying watercraft. [0024] A third categorical aspect of the invention is the wireless safety switch, key and anti-theft device. In this proximity sensor invention, the rider carries a device that sends a signal to a receiver on the watercrafl:, where the receiver can measure the strength of signal and turns off the watercrafl power plant or disables some functionality of the watercrafl when the signal strength indicates the sending device is too far from the watercrafl, such as when an operator falls in the water. In an alternative embodiment, GPS locations of the rider and watercrafl are used to determine a distance indicating the rider fell off. Alternative technologies to measure the distance could be used instead of signal strength and GPS locations. In the current embodiment, the sending device is included in a wristband, life vest or other personal floatation device, as a neck chain or belt, or fitting in a pocket. It is further envisioned that the device would be a water protected portable electronic device such as a mobile phone.

[0025] When the sending device is more than a certain distance from the watercrafl, it also prevents others from starting and/or operating the watercrafl, so it has some functionality similar to a vehicle-key of keeping unauthorized people from using the watercrafl and further acts as a theft deterrent. To strengthen the craft key features, the sending device signal includes a unique code acceptable to the receiver. In the preferred embodiment, such code is controlled by the electrical control system on the watercrafl such as the ECU (electronic control unit) making it more difficult to bypass the starting controls.

[0026] In another aspect, the watercrafl has a sensor thai allows it to determine the direction of where the transmitter is located. If it is determined the rider fell off the watercrafl, instead of shutting down, the watercrafl keeps running at a moderate speed and the steering adjusts to direct the watercrafl in the direction of the sensor presumably still controlled by the rider. To avoid having the returning watercrafl run over the rider, the speed will be held at a minimum, a static motion but watercrafl operating condition, or it will shut down, when the watercrafl gets close to the rider.

[0027] In a fourth aspect of this invention, the conventional cushioned seats are replaced by adjustable, shock absorbing seats. Specifically, one embodiment of the invention is for a cantilevered seat where only one end is attached to the watercrafl with the seat integral structure made of a flexible, compressible, or bounceable material to provide shock absorption when the rider sits toward the middle or the free end of the seat. In an alternative aspect, the integral material of the seat is of a stiffer material with a spring loaded (coil/gas shock) absorber attached between the seat and the watercraft. In both the above embodiments, the preferred aspects allow the seat to pivot around the fixed attachment point and be set to two or more positions for either being close to the hull or being higher up for a regular seating position. Preferably, multiple higher positions are provided to adjust for different sizes of riders and/or even a higher or flipped back position to allow easier access to the internal spaces of the watercraft.

[0028] In another aspect, it is envisioned that a portion of the seat can be adjusted to better fit the desired position of a particular rider(s). Such adjustments include a portion of the seat flipping up to provide a backrest/ backstop, portions of seat moving to a wider position for larger riders and a portion of the seat moving up to accommodate a second rider.

[0029] In the preferred embodiment, either the entire seat is easily removable or a portion of the seat is easily removable allowing people to make the watercraft easier to transport and allowing people to easily switch to other seats. In the current embodiment, the removable feature is achieved by pulling out one or two pins or bolts from the seat attachment and spring attachment (if any), but other methods are envisioned. In the case of removing part of the seat, simple hand nut handle screws or a rail with a spring attachment can be activated to keep the seat in a desired position. In each case the seat or seat portion should be removable without much or any use of tools. Specific versions of the seat include versions with different length, width, height, different colors, and different visual styles. For example, one style would be an easy rider, another a bicycle style seat.

[0030] In a fifth aspect of the invention, a watercraft hull assembly is provided that includes a first portion that is constructed of a metal type material, such as aluminum, and a second portion that is constructed of another material, such as a foam, plastic, or fiber reinforced material. The first portion is constructed to define a lower portion of the hull assembly that is exposed to the operating environment proximate the keel or bottom portion of the watercraft and includes one or more upstanding walls that extend inboard relative to the outward facing surface of the hull assembly. The second portion of the hull assembly cooperates with the inboard facing side of the hull and lends structural integrity to first portion. In a preferred configuration, the hull assembly defines one or more overlapping portions between a center hull portion and laterally outboard hull portions that are each constructed of multiple materials. Each of the respective hull portions preferably include a first metal material portion that defines a cavity and a second foam material portion that is secured to the interior cavity defined by the metal material portion and which improves the buoyancy and structural integrity of each respective hull portion. The combination of the closed cell foam material and the metal material portions of the hull assembly manipulates the buoyancy of the watercraft hull assembly and improves the structural integrity of the hull assembly so as to maintain a relatively lightweight hull assembly. In a more preferred aspect, one or more of the structural or operational features of the watercraft, such as engine mounts or a tunnel associated with an inboard jet pump arrangement are defined by the respective portions of the discrete hull assembly portions.

[0031] These and other aspects of the present invention will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following description, while indicating preferred embodiments of the present invention, is given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the present invention without departing from the spirit thereof, and the invention includes all such modifications.

BRIEF DESCRIPTION OF THE DRAWINGS

[0032] A clear conception of the advantages and features constituting the present invention, and of the construction and operation of typical mechanisms provided with the present invention, will become more readily apparent by referring to the exemplary, and therefore non-limiting, embodiments illustrated in the drawings accompanying and forming a part of this specification, wherein like reference numerals designate the same elements in the several views, and in which:

[0033] FIG. 1 is a front side perspective view of a personal watercraft or simply watercraft according to the present invention.

[0034] FIG. 2 is a front top perspective view of the watercraft shown in FIG. 1. [0035] FIG. 3 is a side rear perspective view of the watercraft shown in FIG. 1. [0036] FIG. 4 is a top plan perspective exploded view of the watercraft shown in FIG. 1. [0037] FIG. 5 is a view similar to FIG. 4 of a forward sponson portion of the watercraft shown in FIG. 4.

[0038] FIG. 6 is a side perspective view of the forward sponson shown in FIG. 5.

[0039] FIG. 7 is forward perspective view of the forward sponson shown in FIG. 5.

[0040] FIG. 8 is a rear elevation view of the forward sponson shown in FIG. 5.

[0041] FIG. 9 is a partial side elevation view of the forward sponson engaged with a power pod of the watercraft shown in FIG. 1.

[0042] FIG. 10 is a top rear perspective view of the forward sponson shown in FIG. 5 with a cover removed therefrom.

[0043] FIG. 11 is a view similar to FIG. 6 of the forward sponson shown in FIG. 10 with a fuel tank partially removed therefrom.

[0044] FIG. 12 is a top rear perspective view of the forward sponson shown in FIG. 11 with the fuel tank removed therefrom.

[0045] FIGS. 13 and 14 are a detailed perspective views of tool-lessly operable connectors that extend between the power pod and the forward sponson.

[0046] FIG. 15 is a front top perspective view of the exploded power pod shown in FIG. 4 with the forward sponson removed therefrom.

[0047] FIG. 16 is a side perspective view of the pair of side sponsons shown in FIG. 15.

[0048] FIG. 17 is a forward side perspective elevation view of one of the side sponsons shown in FIG. 15.

[0049] FIG. 18 is a view similar to FIG. 17 and shows a forward facing end of one of the side sponsons.

[0050] FIG. 19 is a rear top side perspective view of the power pod shown in FIG. 4 with the supplemental sponsons removed therefrom. [0051] FIG. 20 is a more rearward perspective view of the power pod shown in FIG. 4 and shows a steerable discharge nozzle associated with operation of the power pod.

[0052] FIG. 21 is a front side elevation view of the power pod shown in FIG. 1 .

[0053] FIG. 21 A is a perspective view of an alternate physical interaction between adjacent hull portions of the watercraft shown in FIG. 1.

[0054] FIG. 22 is a more side oriented perspective view of the forward facing portion of the power pod shown in FIG. 21 and shows the steering mechanism associated with operation thereof.

[0055] FIG. 23 is a front perspective view of an alternate side of the steering mechanism shown in FIG. 22 with the steering mechanism in a first vertical orientation.

[0056] FIG. 24 is a view similar to FIG. 23 and shows the steering mechanism in a second vertical orientation.

[0057] FIG. 25 is a front side top perspective view of the steering mechanism and shows a pair of handle grips folded toward a more compact orientation.

[0058] FIG. 26 shows a cover removed from the power pod shown in FIG. 1 .

[0059] FIG. 27 is a top perspective view of the power pod shown in FIG. 19 with the cover shown in FIG. 26 removed therefrom so as to expose the power plant of the power pod.

[0060] FIG. 28 is an alternate side top perspective view of the power pod shown in FIG. 27.

[0061] FIG. 29 shows a power pod and a forward sponson portion of a watercrafl equipped with a steering assembly according to another embodiment of the invention;

[0062] FIG. 30 is in flow chart associated with achieving the steering and operations control without direct physical interaction between a user and a steering assembly physically connected to the watercrafl;

[0063] FIG. 31 is a side elevation view of a power pod equipped with a seat assembly according to a further aspect of the present invention. [0064] FIG. 32 is a view similar to FIG. 31 and shows the seat in a second position relative to the underlying power pod assembly.

[0065] FIG. 33 is a perspective view of a multi-material personal watercraft hull assembly according to a further aspect of the present invention.

[0066] FIG. 34 is a view similar to FIG. 33 of the watercraft hull assembly shown therein.

[0067] FIG. 35 is a view similar to FIG. 33 of a forward sponson portion of the hull assembly with respective first and second material portions exploded from one another.

[0068] FIG. 36 is a view similar to FIG. 35 of an exploded view of the outboard sponson portions of the hull assembly shown in FIG. 33.

[0069] FIG. 37 is a view similar to FIG. 35 of the exterior portions of the hull assembly shown in FIG. 33 associated with one another.

[0070] FIG. 38 is an exploded view of the exterior portions of the hull assembly shown in FIG. 37.

[0071] FIG. 39 is a view similar to FIG. 34 of the exterior portion of the power pod portion of the hull assembly shown in FIG. 37.

[0072] In describing the preferred embodiment of the invention, which is illustrated in the drawings, specific terminology will be referred to for the sake of clarity. However, it is not intended that the invention be limited to the specific terms so selected and it is to be understood that each specific term includes all technical equivalents which operate in a similar manner to accomplish a similar purpose. For example, the words "connected", "attached", or terms similar thereto are often used. They are not limited to direct connection but include connection through other elements where such connection is recognized as being equivalent by those skilled in the art. DESCRIPTION OF PREFERRED EMBODIMENTS

[0073] The present invention and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments described in detail in the following description.

1. System Overview

[0074J The desire of transportability and disassembly without special tools are impossible in the case of conventional personal watercraft. However, it is rendered possible to satisfy these requirements to various extents by employing a separable power pod and one or more sponsons or floats thereby allowing an operator to transport and load or unload discrete portions of a watercraft into or from a vehicle, thus eliminating the need for a trailer for transporting the watercraft. Although described hereinafter as being directed to personal watercraft systems, or a watercraft configured to support an operator and/or possibly one or two riders in a generally aligned or orientation and atop rather than generally surrounded by the hull of the watercraft, it is appreciated that features of the present invention, such as a separable power pod as described hereinafter, may be useable for powering watercraft having other shapes and configurations, such as a boat, a rigid inflatable boat, a canoe, a kayak, a catamaran, etc.

[0075] The personal watercraft system preferably includes a power pod for supporting a power plant and a water jet system associated with propulsion of the watercraft. It is further appreciated that the power plant may be a gasoline engine or an electric motor. Regardless of the operating modality of the power plant, the power pod is shaped to removably cooperate with one or more sponsons, floats, or supplemental hull portions associated with defining at least a portion of the shape of the resultant watercraft. In a preferred embodiment as described below, the watercraft includes one or more pairs of aft, port, or starboard sponsons that are removably attachable to alternate lateral sides of the power pod and, in some configurations, a forward oriented sponson such that the plurality of sponsons cooperate with the power pod to define a personal watercraft.

[0076J A steering mechanism is connected to the personal watercraft system for allowing an operator to control the speed and direction of travel of the personal watercraft. The steering mechanism is located in a forward portion of the power pod or portion of the hull that removably cooperates with the power pod. Regardless of the position, the steering assembly is configured to limit inadvertent operator contact therewith and such that the operator can be primarily positioned above the power pod during operation of the watercraft. The orientation and construction of the steering system improves operator comfort and enhances operator enjoyment from operation of the personal watercraft.

[0077] The power pod internally houses a water jet pump and power plant such as an internal combustion engine or motor system. The power pod is constructed to support the power plant or power system and removably engage one or more of a plurality of sponsons. An engine or motor and a pump are enclosed in the power pod and are operatively connected by a drive system such that operation of the power plant effectuates operation of the pump. Supplemental systems associated with operation of the power plant, such as a fuel and/or oil source when the power plant is an engine, or a battery system when the power plant is provided as a motor and/or the engine is equipped with a power starting system, are disposed in one or more of the removable sponsons such that the fuel source, oil source, and/or batteries are remotely located relative to the power pod. Such segregation reduces the weight associated with any one of the power pod and/or the respective sponsons thereby providing a personal watercraft system that is easily transportable, highly versatile, and dynamic. In a preferred aspect, one or more of the power pod and/or removable sponson portions of the watercraft are constructed to cooperate with the power plant, batteries, and/or consumables reservoirs in a manner that allows expeditious association of the respective removable feature and secures the respective power plant, batteries, and/or consumable fluid containers in a secure manner.

[0078] Therefore, one embodiment includes a modular personal watercraft having a power pod encapsulating a power plant and a steering mechanism of the personal watercraft. The power pod includes at least one interface that is defined by at least one projection and at least one recess. A cover removably cooperates with the power pod to allow access to an engine compartment defined by the power pod. The cover is configured to cooperate with the power pod so that the power pod is generally enclosed and buoyant when the cover is engaged with the power pod. At least one sponson, float, or hull portion that is preferably generally watertight and buoyant removably cooperates with the power pod. The sponson includes an engagement structure that is defined by at least one projection and at least one recess such that the engagement structure of the at least one sponson and the at least one interface of the power pod are translatable relative to one another to index a position of the at least one sponson relative to the power pod and generate a physical interference between the at least one sponson and the power pod when the two are connected to one another.

[0079] In a preferred embodiment, the power pod is constructed to cooperate with a plurality of sponsons, floats, or supplemental hull portions to define a shape of an operable watercraft and at least one of the removable sponsons supports a steering interface. The watercraft includes a connection methodology that accommodates communication of the operational instructions between the respective pods/sponsons. The communication interface can include mechanical, electro-mechanical, electrical, wired, or wireless connectivity features. The interface of the power pod can be provided in any number of shapes that provide a geometrically overlapping construction for securing one or more sponsons to the power pod.

[0080] In a preferred embodiment, one of more of the auxiliary systems, such as a fuel reservoir or tank, an oil reservoir or tank, a battery system, supplemental floatation devices, personal devices, or other marine type accessories such as whistle, a flare, a mirror, tow rope, etc. are disposed remote from the power pod thereby limiting the weight associated with the power pod. Preferably the auxiliary systems are disposed in one or more of the sponsons that removably cooperate with the power pod. One or more tool-less connections are preferably provided to allow convenient and expedient connection of the power pod and the overall operational systems of the watercraft.

[0081] Another feature includes providing movable or removable wheels attached to the power pod. This allows a single operator to effortlessly disassemble the personal watercraft, transport the power pod, and carry or transport the weight associated with the power pod and sponson(s) to and from the recreation area without necessitating costly moving equipment. Alternatively, if the operator is physically capable, the operator may transport the entire assembled personal watercraft by rolling it on the attached wheels, without disassembling the unit.

[0082] Another aspect of the invention includes a vibration or impact dampening seat arrangement. It is further envisioned that the seat assembly be adjustable, interchangeable, or otherwise configured to accommodate the vibration dampening and operational interaction of the rider with the watercraft. [0083] Another aspect of the invention includes a multiple material hull assembly wherein an outside surface of a portion of the hull assembly is formed by a metal material, such as aluminum material, and another portion of the hull assembly is formed by another lighter, more buoyant material, such as foam. The respective material portions of the respective hull portions cooperate with one another in a manner wherein the foam material structurally reinforces the generally planar portions associated with the metal material portions of the hull assembly so as to provide a substantially robust yet relatively lightweight watercraft hull assembly as compared to watercraft having single material hull assembly constructions. Another aspect of the invention discloses providing the multiple material hull assembly in a generally modular arrangement wherein the resultant watercraft is formed by the connection of multiple discrete multiple material hull portions to further support manual and non-trailer assisted transport of the result watercraft.

[0084] In describing the preferred embodiment of the invention which is illustrated in the drawings, specific terminology will be referred to for the sake of clarity. However, it is not intended that the invention be limited to the specific terms so selected and it is to be understood that each specific term includes all technical equivalents which operate in a similar manner to accomplish a similar purpose. For example, the words "connected", "attached", or terms similar thereto are often used. They are not limited to direct connection but include connection through other elements where such connection is recognized as being equivalent by those skilled in the art.

2, Detailed DescriptloE of Preferred Embodiments

[0085] FIGS. 1-3 show a personal watercraft apparatus or watercraft 10 according to the present invention. Watercraft 10 includes a power pod 12 with a removable power pod cover 14. As explained further below, power pod 12 houses a power plant, such as an internal combustion engine or motor, and a propulsion unit or pump associated with in-use water environment operation watercraft 10. Watercraft 10 includes a first removable hull portion, float, sponson or forward sponson 16 and port and starboard side hull portions, floats, or sponsons 18, 20 that each removably cooperate with power pod 12. Although described herein as cooperating with three removable sponson or float portions, it is appreciated that power pod 12 could be constructed to cooperate with other numbers of removable hull or sponson portions and/or is constructed to removably cooperate with hull portions having shapes other than that which is shown. One such exemplary alternate confirmation or configuration of the hull assembly is disclosed further below with respect to FIGS. 33-39.

[0086] Forward sponson 16 includes a forward facing end 22, a rearward or aft facing end 24, and a cover 26 that removably cooperates therewith. As explained further below, forward sponson 16 removably cooperates with power pod 12, starboard sponson 18, and port sponson 20 to form a personal watercraft configured to support a single operator and/or an operator and one or more passengers. Forward sponson 1 preferably includes a grab or handle 30 that is defined by the shape of forward sponson 16. Handle 30 is preferably positioned proximate forward end 22 of forward sponson 16 and facilitates non-use manual transportation of forward sponson 16 and/or other sponsons and/or a power pod connected thereto. That is, handle 30 is shaped to facilitate the convenient transportation of forward sponson 16 and/or the entirety of watercraft 10.

[0087] Power pod 12 includes a steering assembly 32 positioned proximate a forward end 34 thereof. A support area 36 is positioned generally rearward of cover 14 of power pod 12 and steering assembly 34. A grab or handle 38 is positioned generally between cover 14 and support area 36. Support area 36 preferably includes a pad 40 and is shaped to generally accommodate an operator in various positions relative to watercraft 10. As explained further below, support area 36 of power pod 12 and/or sponsons 18, 20, in cooperation with a steering assembly 32 are constructed such thai watercraft 10 is operable by an operator in generally standing positions, seated or kneeling positions, and/or more generally horizontal, prone, or trailing positions of the operator relative to watercraft 10. Sponsons 18, 20 each include a contour 42 positioned generally adjacent support area 36 when sponsons 18, 20 are attached thereto such that support area 36 and sponson 18, 20 are contoured to accommodate anatomy of the user such as a operators foot, the upper arms, when the operator is oriented in a more prone position, and/or lower leg portions such as the shins and knees of a seated operator. Such a construction allows the operator to attain various positions during use of watercraft 10.

[0088] As shown in FIG. 3, power pod 12 includes a rear facing end 46 associated with a steerable nozzle assembly 48 associated with propulsion of watercraft 10. Power pod 12 includes a first mount 50 and a second mount 52 that are attached to opposite lateral sides of a hull 54 of power pod 12. Mounts 50, 52 are constructed to removably cooperate with one or more wheel assemblies (not shown) to facilitate partially ground supported transportation of power pod 12 and/or watercraft 10. It is appreciated that mounts 50, 52 could be configured to cooperate with a wheel assembly in a manner wherein the wheels are merely stowable rather than removable from watercraft 10.

[0089] As shown in FIG. 4, sponsons 16, 18, 20 are constructed to removably cooperate with power pod 12 to allow selective separation of power pod 12 from the one or more sponsons 16, 18, 20 associated therewith. As used herein, it should be appreciated that each of power pod 12 and sponsons 16, 18, 20 include hull or hull portions associated with the formation of a resultant watercraft. Preferably, each of the respective hull, sponson portions, and/or power pod 12 are independently buoyant. Although shown as a personal watercraft, it is appreciated that power pod 12 is constructed to cooperate with a number of hull portions for manipulating the shape of the resultant watercraft. That is, power pod 12 can be configured to cooperate with removable hull portions so as to define a watercraft having a shape of a personal watercraft, a boat, a rigid inflatable boat, a canoe, a kayak, or a catamaran, for example. It is further appreciated that the respective joint lines associated with the engagement between power pod 12 and sponsons 16, 18, 20 are merely exemplary of one embodiment of the present invention. For instance, in some embodiments of the invention, sponsons 18, 20 could be constructed to extend in a longitudinal direction such that one or more of sponsons 18, 20 traverse the lateral joint associated with the severable interface between power pod 12 and forward sponson 16. Other arrangements, such as laterally, longitudinally, and/or diagonally staggered respective interface joint lines are also envisioned and within the scope of the appending claims. It is further appreciated that rather than integral mounting arrangements, other structures, such as rails or the like, could be utilized to effectuate the selectively severable connections between the power pod 12 and sponsons 16, 18, 20.

[0090] FIGS. 5-8 show forward sponson 16 disengaged from power pod 12 and additional sponsons 18, 20. Cover 26 removably cooperates with a hull 56 of forward sponson 16. A first latch 58 and a second latch 60 are attached to cover 26 and operationally cooperate with a hull 56 associated with forward sponson 16 to provide a sealed interaction between cover 26 and hull 56. Preferably, latches 58, 60 are biased toward a closed position and require positive interaction with the user or operator of watercraft 10 to effectuate manipulation thereof for removal of cover 26. Manipulation of latches 58, 60 allows cover 26 to be pivotably or completely removed from hull 56 of forward sponson 16. Aft facing end 24 of forward sponson 16 includes an index surface 64 associated with orienting forward sponson 16 relative to power pod 12 and sponsons 18, 20. Surface 64 includes a center portion 66 and opposite lateral portions 68, 70 wherein center portion 66 is shaped to cooperate the forward facing end the power pod 12 and lateral portion 68, 70 are shaped to cooperate with alternate respective sponson 18, 20. As explained further below, the geometric physical interaction of sponson 16 with power pod 12 secures sponsons 18, 20 relative to power pod 12 via interaction of one or more latch assemblies that extend between forward sponson 16 and power pod 12.

[0091] Referring to FIGS. 8-9, a first latch assembly 72 and a second latch assembly 74 are attached to hull 56 of forward sponson 16 and operable to removably cooperate with a forward facing end of power pod 12. Latch assemblies 72, 74 are preferably positioned laterally outboard of a lateral centerline 76 of hull 56 of forward sponson 16. Each latch assembly 72, 74 includes a catch 78 that is movably connected to a lever 80 associated with the respective lever assembly 72, 74. Preferably, each catch 78 adjustably cooperates with the respective latch to define a pressure associated with operation of the respective lever 80 and thereby the bias of forward sponson 16 into engagement with power pod 12. Latches 80 are movable to manipulate the position of catches 78 relative to hull 56 along longitudinal centerline 76 of hull 56 and power pod 12. One or more optional reinforcements 82 are associated with outboard portions 68, 70 of hull 56. Reinforcements 82 are shaped to slideably cooperate with one or both of power pod 12 and/or sponson 18, 20 and limit translation between the respective hull portions in direction not aligned with longitudinal axis 76. As shown in FIG. 9, catches 78 removably cooperate with a respective mount 80 associated with power pod 12 such that manipulation of the respective lever 80 provides a compressive force along the longitudinal axis 76 of watercraft 10 between hull 56 of forward sponson 16 and power pod 12. When closed, latch assemblies 72, 74 and mounts 80 provide a secured and robust connection between sponson 16 and power pod 12.

[0092] FIGS. 10 - 12 show forward sponson 16 with cover 26 removed from hull 56. Hull 56 includes a cavity 88 shaped to receive one or more supplemental systems associated with operation of power plant contained within power pod 12 as described further below. For instance, cavity 88 can be shape to receive a fuel reservoir or tank 90 associated with operation of an internal combustion engine associated with power pod 12. Fuel tank 90 removably cooperates with cavity 88 of forward sponson 16. Tank 90 includes a fill port 92, an outlet port 94, and a return port 96, associated with circulation of a combustion fuel for the engine type power plant associated with power pod 12. One or more tool-less connectors 98, 100, commonly referred to as quick-connectors, are provided to allow the expedient removal and/or connection of fuel tank 90 from sponson 16.

[0093] Preferably, ports 92, 94, 96 and connectors 98, 100 are constructed to both provide a sealed termination of the respective ports and connectors when fuel tank 90 is removed from hull 56 and allow a generally uninterrupted fluid flow when ports 94, 96 and connectors 98, 100 are engaged with one another. Such a construction allows convenient sealed transport of fuel tank 90 as well as non-leaking of the fuel associated with the fuel system when tank 90 is removed from hull 56. When provided in such a configuration, the fuel system associated with fuel tank 90 preferably includes a filter 102 to limit the communication of any particulate debris between fuel tank 90 and the internal combustion engine associated with power pod 12. Tank 90 preferably includes a handle portion 104 and one or more contours 106 that are shaped to cooperate with a corresponding contour 108 associated with cavity 88 of hull 56. Contours 106, 108 and handle 104 are shaped to cooperate with cavity 88 and cover 26 so as to limit translation of fuel tank 90 relative to cavity 80 during operation of watercraft 10. As shown in FIG. 12, the fuel system associated with fuel tank 90 and the engine based power plant can include a primer device such as a primer bulb 112 associated with the initial communication of the combustion fluid from fuel tank 92 to the internal combustion engine associated with power pod 12. Such a configuration simplifies the starting operation associated with engine based power pods.

[0094] In addition the fuel tank 90, cavity 88 of hull 56 is also shaped to cooperate and/or receive supplemental engine and/or watercraft accessories. For instance, a power source, such as a battery 114 can be removably associated with hull 56 and configured to communicate an electrical signal associated therewith from forward sponson 16 to power pod 12. Battery 114 can be usable for electric starting operations associated with engine based power pods and/or be used for propulsion energy when the power plant associated with power pod 12 is motor based. Forward sponson 1 can also be shaped to accommodate a fire suppression device, such as a fire extinguisher 116, and/or supplemental flotation devices, such as a life jacket or the like. A seal 118 extends about a perimeter 120 of the opening associated with cavity 80 and cooperates with the underside of cover 26 to provide a sealed interaction when cover 26 is engaged with hull 56 of forward sponson 16. Such a construction maintains a fluid isolation of the cavity associated with hull 56 from the operating environment.

[0095] Referring to FIGS. 13 and 14, one or more connectors and preferably tool-lessly operable connectors are provided between forward sponson 16 and power pod 12 of watercraft 10. As shown in FIG. 13, the fuel system of watercraft 10 includes a first quick connect 120 and the second quick connect 122 that establishes a fluid circulation loop associated with the fuel system of watercraft 10. Quick connect 120 includes a male portion 124 and a female portion 126 that removably cooperate with one another. Female portion 126 includes a movable collar 128 that allows the selective connection and/or separation of quick connect 120. In a similar manner, quick connector 122 includes a male portion of 130 and a female portion 132 that also includes a movable collar 134 such that female portion 132 when male portion 130 of quick connect 122 can be quickly and efficiently coupled and decoupled during utilization of watercraft 10. Preferably, the respective portions of quick connect assemblies 120, 122 cooperate with one another in a manner that provides a sealed interface whether the respective portions are connected or disconnected.

[0096] FIG. 14 shows a tool-lessly operable electrical connection 136 associated with communicating electrical power from battery source 114 associated with forward sponson 1 to power pod 12. Connection 136 includes a first portion 140 and a second portion 142 that removably cooperate with one another ίο electrically couple and decouple a first conductor of 144 and a second conductor 146 associated with the electrical system between forward sponson 16 and power pod 12. Preferably, each of connectors 120, 122, 136 are operable from locations beyond the periphery or from locations exterior to forward sponson 1 and power pod 12. Such a construction allows the expedient interaction with connectors 120. 122, 136 and allows expedient visual inspection of the status of the connectors as being connected and or de-connected with respect to the respective fuel and electrical systems associated therewith. It is appreciated that sponson 16 may be provided one or both of the fuel and/or battery systems as a function of the underlying operation associated with power pod 12. It is further appreciated that sponson 16 may include additional consumable and or rechargeable systems such as an oil reservoir or the like for communicating other fluids between the remote sponsons such as forward sponson 16 and power pod 12. It is further appreciated that although the consumable materials are shown as being contained in the forward sponson 16, the consumable systems may be disposed in other sponsons. Preferably, the refillable or rechargeable consumables are provided in hull portions and/or sponsons remote from power pod 12. It is further appreciated that one or more of sponsons 16, 18, 20 can be configured to include one or more other marine accessories such as supplemental floatation devices, personal devices, a whistle, a flare, a mirror, tow rope, etc.

[0097] FIGS. 15-20 show various views of power pod 12 and aft port and aft starboard sponsons 18, 20 removed or otherwise disengaged therefrom. As shown in FIG. 15, sponsons 18, 20 removably cooperate with alternate lateral sides 154, 156 of power pod 12. Inboard facing side 158 of each sponson 18, 20 includes one or more projections 160 that are shaped to removably cooperate with one or more cavities 170 (FIGS. 19 - 20) associated with a hull 172 of power pod 12. As shown in FIGS. 16 - 18, each projection 160 includes a first portion 174 and a second portion 176. A gap 180 is defined between second portions 176 of projections 160 and adjacent portions of the respective sponson 18, 20. It should be appreciated that the inboard facing surfaces 158 of respective sponsons 18, 20 are generally mirror images of one another relative to the longitudinal centerline 150 associated with power pod 12 of watercraft 10. However, it is appreciated that the cooperation between sponsons 18, 20 and power pod 12 need not be so constructed.

[0098] Referring to FIGS. 17 and 18, forward facing end 190 of each of sponson 18, 20 includes one or more contours or channels 1 2, 1 4 that are shaped to slideably interact with surfaces or structures such as a rib 196 (FIG. 8) or reinforcements 82 (FIG. 8) associated with forward sponson 16, As explained further below, the geometric interaction between projections 160 of sponson 18, 20 and one or more recesses 192, 194 associated with forward end 190 of the respective sponson 18, 20 with cooperation of forward sponson 16 provides a secure mechanical interface therebetween so as to limit translation of sponsons 18. 20 relative to power pod 12 when forward sponson 16 is secured therewith without any other locking or latching mechanism associated with interacting directly with the respective sponson 18, 20. Providing such a configuration simplifies the assembly and breakdown of watercraft 10 in that only a limited number of latching assemblies 72, 74 are required to be manipulated to effectuate full assembly or breakdown of the underlying watercraft 10.

[0099] Referring to FIGS, 17 - 20, each projection 160 associated with the respective sponson 18, 20 is constructed to slideably cooperate with the corresponding engine compartment or cavity 170 associated with hull 172 of power pod 12. That is, when sponsons 18, 20 are positioned adjacent power pod 12, the respective sponson 18, 20 is translatable in a lateral direction, indicated by arrow 200, such that projections 160 are slideably received in recesses 170 of power pod 12. Relative translation of the sponson 18, 20 relative to power pod 12 in the longitudinal direction, indicated by arrow 202, generates a geometric overlapping interface associated with the cooperation of projections 160 and the respective recesses 170. A rear wall 204 defined by hull 172 of power pod 12 slideably cooperates with gap 180 formed between second portion 176 and the adjacent structure of each respective sponson 18, 20 as power pod 12 is translated in direction 202 relative to the respective sponson 18, 20.

[00100] The overlapping physical interference or interaction prevents lateral translation, indicated by arrow 206 of respective sponson 18, 20 relative to hull 172 of power pod 12. The interaction of projections 160 and recesses 170 and the cooperation of forward ends 190 of sponson 18, 20 with rearward facing end 24 of forward sponson 16 generates a compressive force during closure of latch assemblies 72, 74 associated with forward sponson 16 as shown in FIG 8. The cooperation of each sponson 18, 20 with power pod 12 and forward sponson 16 provides a physical interaction that prevents separation of sponson 18, 20 from power pod 12 when forward sponson 16 is engaged therewith. Such a construction also requires no supplemental latch or locking connection assembly engaged directly between sponson 18, 20 and either of power pod 12 and/or forward sponson 1 . Each sponson 18, 20 also includes a forward facing laterally inboard recess 210 that is shaped to cooperate with a corresponding recess 212 (FIG. 2) associated with opposite lateral sides of forward sponson 16. Recesses 210, 212 cooperate with one another to allow an operator to access and manipulate connectors 120, 122, 140 and latch assemblies 72, 74 associated with assembling and disassembling watercraft 10.

[00101] Although generally shown as a projection and cavity interface, it is appreciated that other geometric interfaces and number of interfaces can be provided to effectuate the desired severable but secure connection of sponsons 16, 18, 20 with power pod 12. For instance, it is appreciated that the orientation of the projections and recesses could be reversed such that the recesses are formed in sponsons 18, 20 and the projections extend from power pod 12. It is further appreciated that the other geometrically shaped interfaces, such as a dovetail shaped connection methodology, as shown in FIG. 21 A could be provided. It is appreciated that such constructions generally include triangular shaped projections 75 and recesses 77 that cooperate in a manner wherein the projections and recesses slideably cooperate with one another and a first direction 79, can limit the degree of translation in the first direction, and limit translation between the adjacent structures in directions that are not aligned with the desired translation direction. Preferably, regardless of the geometric interface, the adjoining surfaces include an engagement structure or projection that movably cooperates with a recess or interface of an adjacent structure to tolerate controlled translation between the adjacent structures.

[00102] Additionally, it is further envisioned that alternate sponsons may be attached to the power pod to provide different ride characteristics of the resultant personal watercraft. Different attachments would accommodate different riding positions and different bodies of water. For example, one sponson configuration could enable optimum enjoyment on relatively calm waters of a small lake, while a different sponson configuration could provide optimum enjoyment on the choppy ocean waters. The entire personal watercraft can be transformed into a multitude of different shapes and forms without having to replace the expensive power pod propulsion system. The modularity of the hull structure offers unprecedented flexibility in configuring a personal watercraft for various uses by merely swapping different sponsons.

[00103] Moreover, the individual components need not be formed in the disclosed shapes, or assembled in the disclosed configuration, but could be provided in virtually any shape, and assembled in virtually any configuration. Furthermore, all the disclosed features can be combined with, or substituted for, the disclosed features of every other disclosed embodiment except where such features are mutually exclusive. For instance, it is envisioned that sponsons 18, 20 could be provided with a standoff or other such structure such that one or both of sponsons 18, 20 be positioned laterally outboard relative to the lateral sides of power pod 12. It is envisioned that such a configuration would tolerate riders at locations generally above the sponsons in either a fully supported configuration or a configuration wherein the rider and the operator can be exposed to a water flow adjacent one or more of the lateral sides of power pod 12. Such a modification is but one envisioned exemplary alteration to the configuration of watercraft 10 shown in the drawings.

[00104] Regardless of the resultant shape of the underlying watercraft, it is appreciated that one or more of hull or sponson portions 12, 16, 18, 20 can be formed by various of different methods including fiberglass molding, injection molding, blow molding, compression molding, roto-molding, or other suitable molding processes of other manufacturing processes. It is further appreciated that one or more of respective hull portions could include reinforcing materials such as carbon fiber, evlar, glass fiber, or the like may be also to improve aspects such as the longevity and/or strength, rigidity, flexibility, ultraviolet (UV) resistance, etc., of watercraft 10 and power pod 12, As disclosed further below with respect to FIGS. 33-39, it is further appreciated that one or more of the respective hull and/or sponsons can be constructed in a multiple material configuration and in a manner that provides a desired robust yet comparatively lightweight construction of the watercraft hull assembly as compared to watercraft having single material hull constructions.

[00105] Referring to FIGS. 19 - 25, steering assembly 32 of power pod 12 includes a starboard grip 216 and a port grip 218 that are attached to a steering stem plate 220. As explained further below, grips 216, 218 are preferably movably attached to plate 220 to tolerate various operating positions of grips 216, 218 associated with a user's preferences and/or movable between an in-use and a stowed orientation to improve the compact nature of power pod 12 during non-use thereof. Stem plate 220 is secured to a steering stem 222 whose rotation manipulates the orientation of discharge nozzle 48 (FIG. 20) relative to hull 172 of power pod 12 and thereby effectuates the direction of travel of watercraft 10. Steering stem 222 is rotationally supported by a steering column 224 that slideably cooperates with a collar 226 affixed a hull 172 of power pod 12. It is appreciated that the steering functionality of watercraft 10 could alternatively be provided to include an electronic interface associated with communication manipulations of the steering assembly to effectuate manipulation of the nozzle assembly and/or operation of the power plant as disclosed further below with respect to FIGS. 29-30.

[00106] Steering column 224 includes one or more holes or recesses 228 that are shaped and positioned to cooperate with a catch 230 supported by collar 226. Catch 230 is preferably biased in the direction toward engagement with a respective recess 228 associated with column 224. A pull ring 232 is attached to catch 230 and allows a user to manipulate catch 230 out of engagement with a respective recess 228 such that column 224 can slideably cooperate with collar 226 so as to manipulate the elevation of grips 216, 218 of steering assembly 32 relative to power pod 12. Referring to FIGS. 21 and 24, steering assembly 32 is vertically movable between a fully raised orientation, as shown in FIG. 21, and a lowered orientation, as shown in FIG. 24, and is preferably securable at various positions therebetween associated with the cooperation of catch 230 with a respective recess 228 of column 224. Such a construction allows steering assembly 32 to attain various vertical orientations as may be desired to satisfy different user preferences. Such a construction also facilitates a compact configuration of the steering assembly 32 relative to power pod 12 for storage and transport operations. It is further appreciated that steering assembly 32 may be provided in a removable configuration if the operational instructions associated with communicating steering, throttle, and power plant operation instructions between the user input and the power plant and communicated electrically therebetween as disclosed further below with respect to FIGS. 29-30.

[00107] In addition to the vertical adjustability of steering assembly 32 as described above, steering assembly 32 is also constructed to manipulate the lateral footprint associated with the orientation of grips 216, 218 relative to plate 220. As shown in FIGS. 23 and 24, grips 216, 218 are positionable relative to plate 220 so as to extend in a generally lateral direction relative to the longitudinal axis of watercraft 10. Referring to FIG. 25, each grip 216, 218 is associated with a shaft 234, 236 that is attached to a corresponding base 238, 242 that is pivotably connected to plate 220 of steering assembly 32. Each base 238, 242 includes a catch 244, 246 that is operable in a manner similar to catch 230 to allow rotation of the respective shafts 234, 236 in generally inward and outward radial directions, indicated by arrows 250, 252, relative to plate 220. Such a construction reduces the lateral footprint associated with power pod 12 when grips 216, 218 are positioned in an inward most or stowed orientation, as is shown in FIG. 25, relative to widest available in-use orientation of grips 216, 218, as shown in FIG. 24.

[00108] Referring to FIGS. 24-25, steering assembly 32 includes a throttle grip 256 that is positionally associated relative to one of grips 216, 218 of steering assembly 32. Grip 256 is operationally connected via a cable 258 to the power plant associated with power pod 12, l ike steering input signals, as disclosed further below with respect to FIGS. 30 and 31, it is appreciated that the throttle input signal as well as other operational signal instructions between the user interface and the power plant could also be provided in an electronic operating modality. When provided in an engine powered configuration, cable 258 can be referred to as a throttle cable. When provided in a motor based configuration, cable 258 is constructed to manipulate the operational speed of the motor and thereby the pump which in turn effectuates the operational speed of the resultant watercraft 10. [00109] FIG. 26 shows cover 14 removed from the hull 172 of power pod 12. Cover 14 includes a first latch assembly 260 and a second latch assembly 262 to cooperate with an opening of hull 172 of power pod 12 and generally overlie the power plant and propulsion system contained within power pod 12. Cover 14 includes an intake 264 constructed to allow air for a combustion process to enter power pod 12. Preferably, a gasket 266 underlies intake 264 and prevents the ingress of water into the compartment enclosed by hull 172 and cover 14 of power pod 12.

[00110] Referring to FIGS. 27 and 28, power pod 12 includes a power plant 270, such as an engine or internal combustion engine or motor, contained within a cavity 272 defined by hull 172 of power pod 12. Hull 172 includes an interior surface 274 that generally faces power plant 270 and an exterior surface 276 that faces the environment therearound. Power plant 270 is operationally connected to a propulsion system or pump 280 whose operation is associated with propulsion of watercraft 10. Preferably, interior surface 274 of hull 172 of power pod 12 includes one or more of an engine silencer passage and/or a pump housing that can be integrally formed with the hull and shaped to cooperate with the respective power plant 270 and/or pump 280. A gasket or seal 284 is preferably disposed about a perimeter of the opening associated with cooperation of cover 14 with hull 172 of power pod 12 such that the seal 280 cooperates with an underside of cover 14 to provide a sealed interaction therewith. Handle 38 is generally disposed between cover 14 and support surface 40 of power pod 12 so as to be gripped by a user to facilitate manual transportation of power pod 12.

[00111] The separable nature of the various hull and hull portions, as well as the segregation of the various components and systems associated with operation of the power pod, provides a watercraft that is individually transportable without the nee of supplemental trailers and/or equipment. The various connection interfaces between power pod 12 and supplemental hull or sponson portions 16, 18, 20 allows power pod 12 to cooperate with other sponson shapes and even other watercraft for utilization of the power pod with various watercraft and for the generation of differently configured resultant watercraft. It is further envisioned that users may have sponsons having different sizes and shapes suitable for different purposes and/or operating conditions so as to allow the utilization of the power pod with various such configurations. That is, a user could have different types of sponsons to accommodate different rider sizes, different numbers of riders, weight, riding position, and bodies of water (e.g., ocean, pond, big lake, etc.). Users or even third parties could even create their own sponson designs thereby even further improving the functionality of the underlying device.

[00112] FIGS. 29-32 disclose various features that can be combined with or otherwise integrated into one or more of the one or more of the watercrafl and watercraft hull assemblies disclosed above. Referring to Fig. 29, watercraft 300 includes a power pod 302 and one or more removable hull portions or sponsons 304 that removably cooperate with power pod 302 to facilitate the transportability of the same as described above. Power pod 302 generally encloses the power plant or engine and jet pump associated with propulsion of watercraft 300 in a similar manner as disclosed above with respect to watercraft 10.

[00113] Unlike watercraft 10, which includes a steering mechanism that is supported by power pod 302, watercraft 300 includes a steering mechanism 306 that is supported or otherwise attached to a sponson 304 that removably cooperates with that portion of the watercraft that includes the power plant associated with propulsion of the watercraft. Steering mechanism 306 preferably includes a grip arrangement or a handle bar 308 that is configured to be directly manipulated by a rider and is in one aspect pivotably connected to sponson 304 although rigid but severable connection methodologies are also envisioned.

[00114] It is further envisioned that steering mechanism 306 can be telescopically adjustable along its longitudinal length to accommodate the desired orientation of handlebar 308 relative to a rider associated with watercraft 300. A dampener or other adjustable strut 310 is connected to a stem 312 associated with steering mechanism 306 to provide an adjustable or elevated orientation of handlebar 308 relative to a seat or operator position 314 associated with operation of watercraft 300. A pivot assembly 316 is oriented generally forward of handlebar 308 and accommodates the rotational orientation of stem 312 relative to operator position 314. Preferably, steering mechanism 306 can attain a stowed orientation in close proximity to sponson 304 and/or be configured to removably cooperate therewith.

[00115] Operational instructions associated with user interaction with handlebar 308 are communicated to the operational systems associated with power pod 302 via a mechanical, electrical, electro-mechanical, wired, and/or wireless connection methodology to facilitate the repeatable communication of operator instructions to the underlying systems associated with operation of power pod 302 and watercraft 300. Preferably, the connection methodology includes a separable connection between power pod 302 and sponson 304 to accommodate a convenient and expeditiously separable connection between power pod 302 and sponson 304 when watercraft 300 is not in use. It is further appreciated that steering mechanism 306 can be omitted and/or attain a stowed position such that watercraft 300 can be operated via a remote operational methodology is described below with respect to Fig. 30.

[00116] Referring to Fig. 30, watercraft 300, or the user associated therewith, can be provided with various sensor arrangements 320 associated with accommodating wireless operation of watercraft 300 whether the operator is physically associated with the watercraft or remotely interacts therewith. Watercraft 300, or the operator associated therewith, can include one or more of a steering direction or activation degree sensor 322, a throttle direction or activation degree sensor 324, and/or a watercraft brake performance sensor 326 associated with achieving a desired operation associated with watercraft 300. The operational information obtained from one or more of sensors 322, 324, 326 can be communicated to the underlying operational components associated with power pod 302 via one or more of the wired connection methodology 328 or a wireless connection methodology 330. The operational information obtained from sensors 322, 324, 326 is communicated to the respective control systems associated with operation of the underlying watercraft 300 such as a steering actuator 332 associated with a steering nozzle 334, a throttle actuator 336 associated with an underlying engine throttle system or throttle body 338, and/or a braking actuator 340 associated with an underlying engine or nozzle braking system or device 342. It is appreciated that actuators 332, 336, 340 can be provided in any of a mechanical, electro-mechanical, electrical, or fluid operative methodology. Regardless of the operative methodology, it is further appreciated that one or more of actuators 332, 336, 340 can be provided as linear and/or rotational actuators.

[00117] The operational information can be attained and/or communicated via user interaction with handlebar 308, one or more sensors associated with the position or orientation of watercraft 300, the position or orientation of an operator associated with operator area 314, and/or operators that are remote relative to watercraft 300, such as being towed via a tow rope or the like, as disclosed above. It is further appreciated that watercraft 300 can include one or more of any of the wired or wireless operational interfaces described above. It is further appreciated that, when provided in a wireless arrangement, actuators associated with interaction with the respective operational systems can be positioned in close proximity thereto, such as internal to power pod 302, or more remote thereto, such as being associated with physical steering mechanism 306 and/or sponson 304. It is further appreciated that the functionality associated with the respective sensor/actuator arrangements can be supported, at least in part, by other systems customary to such personal watercraft, such as an electronic control unit (ECU) common to electronic injection internal combustion engines and/or electronic motor operations.

[00118] The various connection methodologies associated with Fig. 30 accommodate both proximate and remote operation of watercraft 300 and are configured to satisfy the various aspects described above with respect to the brief description of the present invention such as a watercraft 300 being configured to retain an orientation proximate a fallen rider and/or configured to return to a position more proximate the last affirmative communication with the operator. It is envisioned that one or more of the respective sensors, actuators, and/or watercraft ECU include global positioning functionality to assist in the return-to-fallen-rider or remote operator functioning of watercraft 300. It is further appreciated that the remote and/or proximate operation methodology associated with use watercraft 300 include a unique or authorized key functionality. That is, it is envisioned that a remote sensor, such as a digital key or fob associated with the operator or stowable relative to the operator, such as being securable to a life vest or the like, be required to be within proximity relative to watercraft 300 to effectuate operation of watercraft 300. Such considerations enhance the security of watercraft 300 by preventing unauthorized use or operation of the same without the appropriate proximity of the respective sensor. In one aspect, the remote or removable sensor and GPS capabilities are provided by portable electronic devices such as a cell phone or the like.

[00119] Figs. 31 and 32 show another aspect of the present invention usable with watercraft 10 and/or watercraft 300. As shown, therein, power pod 302 is shown with the removable outboard lateral sponsons disengaged therefrom. A forward facing end 350 of power pod 302 is constructed to removably cooperate with a forward facing sponson 304. Power pod 302 includes a cover 352 that preferably removably cooperates with power pod 302 to accommodate access to the components disposed therein. A seat 354 is connected to watercraft 300 via the hull portion defined by power pod 302. A pivotable connection 356 is defined between seat 354 and power pod 302. It is further appreciated that pivotable connection 356 could be disposed between seat 354 and cover 352 depending on a connection methodology associated with the secure connection of cover 352 relative to power pod 302 as well as the proximal orientation of pivot connection 356 relative to the remainder of watercraft 300.

[00120] As best shown in Fig. 31, it should be appreciated that seat 354 extends in a cantilevered manner in a generally forward direction relative to pivot connection 356 and is movable in a generally vertical direction, indicated by arrow 360 relative to power pod 302. It is further appreciated that the cooperation of seat 354 and watercraft 300 may also accommodate translation of seat 354 relative to a longitudinal axis of watercraft 300. Vertical oscillation of seat 354, as indicated by Figs. 31 and 32, provides a vibration and impact dampening associated with an operator disposed on seat 354 relative to the remainder and more rigid structural components of watercraft 300. It is further appreciated that other cantilevered orientations of seat 354 are envisioned, such as orienting seat 354 such that the free end is nearer the rear of the watercraft than pivot connection 356. It is further appreciated that the pivot connection could be provided between the hull portion associated with the power pod or another hull portion that removably cooperates with the hull portion associated with the power pod. It is further appreciated that seat 354 can be connected to the underlying watercraft in a non-cantilevered manner wherein a pivot and dampening device, such as a shock absorber, are offset from one another relative to the longitudinal axis thereof.

[00121] It is further appreciated that seat 354 may be interchangeable and/or independently configurable so as to accommodate different elevationai heights, different lateral widths, and different longitudinal orientations of seat 354 relative to the remainder of watercraft 300 so as to satisfy the specific physical orientation or desires associated with any given rider. It is further appreciated that seat 354 may be adjustable and/or otherwise configurable to accommodate other features such as a back rest, a pet seat, and/or be configured to rotationally cooperate with power pod 302 so as to accommodate greater access and/or exposure of cover 352 when access to the components associated with power pod 302 are desired.

[00122] FIGS. 33-39 show a hull assembly 400 according to another embodiment associated with forming a watercraft such as watercrafts 10, 300. Like watercrafts 10, 300, hull assembly 400 includes a power pod 402 that is constructed to support a power plant and that removably cooperates with a plurality of separable sponsons 404, 406, 408, 410, 412 that, when selectively secured to one another, form a personal watercraft configured to support a rider at an orientation generally above the watercraft, and more preferably, in a seated, kneeling or standing position generally vertically above power pod 402. In addition to the features described below, it is appreciated that the watercraft 10, 300 equipped with the hull assembly described below can include the operation, steering, seating, and severability features described above.

[00123] Referring to FIGS. 33-34, power pod 402 defines a cavity 414 that is shaped to receive a power plant, such as an engine or a motor, and defines a jet passage 416 shaped to receive an impeller associated with operation of the resultant watercraft. A shaft passage 418 fluidly connects the cavity 414 defined by power pod 402 with the passage defined by jet passage 416. Shaft passage 418 is constructed to sealingly cooperate with a drive shaft that extends between the impeller and a transmission or the power plant associated with power pod 402.

[00124] A forward facing end 420 of power pod 402 is constructed to removably cooperate with a forward facing sponson 408. Referring to FIG. 35, forward facing sponson 408 includes a first or exterior portion 422 that is constructed to cooperate with a second or interior portion 424 of sponson 408. As described further below, one or more of power pod 402 and removable sponsons 404, 406, 408, 410, 412 are constructed of multiple materials that provide a robust watercraft assembly but do not considerably detract from the weight and thereby the transportability of a watercraft equipped with hull assembly 400.

[00125] Exterior portion 422 of sponson 408 is formed of a metal material, such as aluminum, and defines at least a portion of a water facing surface, bottom surface, or keel 426 of hull assembly 400 associated with the resultant watercraft. First portion 422 is preferably formed of a metal material such as aluminum that is preferably less than approximately 1.5 mm thick and includes a pair of upstanding walls 428, 430 associated with the opposite lateral outboard sides thereof. Walls 428, 430 extend in a direction generally transverse to the bottom or keel 432 of first portion 422 of forward sponson 408. Each of walls 428, 430 include one or more channels 434, 436 that are constructed to removably cooperate with respective outboard lateral sponson 406, 410 as disclosed further below. An interior facing surface 440 of exterior or metal portion 422 of forward sponson 408 includes one or more projections or ribs 442 that extend in a generally lateral direction, indicated by line 444, relative to the longitudinal axis, indicated by line 446, associated with hull assembly 400 and the operational direction associated with the resultant watercraft. It is further appreciated that, a supplemental skin layer, such as a stainless steel sheet or pan material, could be applied to the environment facing surface of hull assembly to improve the impact resistance associated with hull assembly 400 but such a modification is appreciated as being optional and may only be necessary for more rigorous users and/or harsher operating environments, such as including ice and/or anticipated repeated shoring of the watercraft upon rockier surfaces.

[00126] Second portion 424 of forward sponson 408 if preferably formed of a foam material having at least an exterior surface that is non-absorptive. Second portion 424 of forward sponson 408 includes a bottom portion 448 and a pair of upstanding or side walls 450, 452 that extend in a crossing direction relative to the bottom portion. A plurality of channels 452 extend in a generally vertical direction and are formed in respective side walls 450, 450 of second portion 424 of forward sponson 480. Channels 452 are constructed and oriented such that second portion 424 of forward sponson 428 slideably cooperates with the interior surface 440 defined by first portion 422 of forward sponson 448. Preferably, the exterior surface 454 of second portion 424 is shaped as a mirror image of the interior surface 440 of first portion 432 of first sponson 408 such that first portion 422 and second portion 424 of forward sponson 408 snugly cooperate with one another.

[00127] It is appreciated that second portion 424 could be formed of various foam materials. Preferably, second portion 424 is formed of an expandable polypropylene ("EPP") foam material. EPP and similar foams exhibit desirable characteristics such as a desired impact resistance, can self-repair after impact, and are formed of materials that are soft enough to be less likely to blemish or cause damage or scratches. It is further appreciated, second portion 424 can be constructed to include various skins or coatings of materials that may cover the foam at various places. It is further appreciated that the material of second portion 424 can be selected to satisfy one or more of the above objectives as well as to manipulate the ornamental appearance of the resultant watercraft equipped hull assembly 400. It is further appreciated that power pod 402, in addition to the one or more removable sponsons, can be configured to include a second material portion, such as a portion being permanently affixed to the back of the cavity defined by the power pod 402 and generally above the pump structures. Understandably, providing such a second portion requires shaping of the same to accommodate the internal components of power pod 402. [00128] Preferably, second portion 424 of forward sponson 448 is glued or otherwise permanently adhered to first portion 422 and such that a nearly continuous contact engagement is provided between the respective foam and metal material portions of forward sponson 408, Such a consideration allows second portion 424 of forward sponson 408, being formed of a generally robust and non-deformable foam material, to contribute to the structural integrity of the metal material associated with first portion 422 of forward sponson 408 such that first portion 422 of forward sponson 408 can be provided at a thinner and thereby lighter configuration than watercraft hull assemblies provided with a solely metal, plastic, or fiber material construction.

[00129] Second portion 424 of forward sponson 408 also defines one or more cavities 456, 458 that are preferably constructed to snugly accommodate operational or other accessories associated with utilization of a watercraft 10, 300 equipped with hull assembly 400. For instance, cavity 458 can be shaped to snugly cooperate with a fuel, coolant, battery, and/or oil reservoir whereas cavity 456, can be shaped to accommodate additional ancillary watercraft systems such as the steering systems associated with the description provided above, or other accessories such as life vests, fire extinguishers, or other desired accessories storage. It is further appreciated that the inboard facing surface associated with second portion 424 of forward sponson 408 can be configured to slideably and snuggly accommodate a plurality of the accessories and/or operational support systems in an adjacent and/or spaced configuration relative to one another. As described further below, a rearward facing wall 460 of metal or first portion 422 of forward sponson 408 includes one or more openings 462 that are oriented and configured to accommodate the removable cooperation between forward sponson 408 and power pod 402.

[00130] Referring to Fig. 36, each removable sponson 404, 406. 410, 412 is defined by a multi-material assembly similar to that described above with respect to forward sponson 408. Each removable sponson 404, 406, 410, 412 includes an exterior or first portion 464 that is formed of a metal material and a second portion 466 that is formed of a non-absorptive foam or plastic material. Each metal portion 464 includes one or more lateral braces or ribs 468 that extend in lateral direction 444 between a pair of upstanding sidewalls 470, 472 associated with each respective removable sponson 404, 406, 410, 412. Each second portion 466 includes one or more channels 474 that are shaped and oriented to slideably cooperate with respective ribs 468 associated with the respective first portion 464. It should be appreciated that, when assembled, the various ribs 442, 468 and/or respective ends walls of the respective power pod 402 and/or sponsons 404, 406, 408, 410, 412 are generally aligned with one another relative to the longitudinal axis 446 of hull assembly 444 such that a number of ribs 442, 468 and respective end walls extend in a cooperating manner to extend the lateral width of hull assembly 400. Such a consideration enhances the structural integrity of hull assembly 400.

[00131] First and second portions 464, 466 associated with each removable sponson 404, 406, 410, 412 cooperate with one another to provide a nearly continuous surface contact between the opposing facing surfaces such that each respective second portion 466, contributes to the structural rigidity or integrity of the respective first portion 464 as disclosed above with respect to forward sponson 408. Preferably, an outboard lateral edge 480 of each foam portion 466 of each laterally outboard removable sponson 404, 406, 410, 412 defines a downward facing channel 482. Each channel 482 is shaped to slideably receive or overlap a respective outboard lateral edge 484 of each respective metal portion 464 associated with each of sponsons 404, 406, 410, 412. Such a consideration mitigates or reduces the potential of contact between the user and the metal portions 464 associated with hull assembly 400.

[00132] An upward facing surface 484 of each foam portion 466 of each laterally outboard removable sponson 404, 406, 410, 412 defines a foot or knee well 486 that extends along at least a portion of a longitudinal length associated with hull assembly 400 and is oriented towards the opposite lateral sides thereof. Foot wells 486, are shaped to accommodate cooperation with the user's anatomy to provide a more robust physical interaction between the user and the underlying watercraft. Preferably, a rearward facing end of each foot well is unobstructed so as to accommodate drainage of the respective foot well 486. Preferably, foot wells 486 are shaped to accommodate legs forward, legs rearward, and kneeling orientations of one or more riders of a watercraft equipped with hull assembly 400.

[00133] FIGS. 37-39 show the various metal portions of hull assembly 400 with the respective foam portions 424, 466 removed therefrom and the respective metal portions 402, 422, 464 secured to one another (FIG. 37) and removed from one another (FIGS. 38-39). Referring to FIG. 37, a forward facing end 490 of each rearward and laterally outboard oriented metal portion 464 of sponsons 404, 412 of hull assembly 400 includes a brace 492 that is constructed to removably cooperate with a brace 494 associated with a rearward facing end 496 of each forward and laterally outboard removable sponson 406, 410. As shown in FIG. 38, each brace 492 includes a projection 498 that is constructed to removably cooperate with a cavity 500 associated with a respective brace 494 associated with a respective forward oriented removable sponson 406, 410. Respective projections 498 and cavities 500 associated with braces 492, 494, are shaped to index the respective rearward sponson 404, 412 with a respective forward sponson 406, 410 to achieve a longitudinal alignment thereof during association of the respective forward and rearward laterally outboard removable sponsons. A laterally inboard facing surface 504 associated with upstanding walls 472 of each removable sponson 404, 406, 410, 412 includes a channel 506 constructed to removably cooperate with a respective mounting arrangement or projection 508 associated with the laterally outboard upstanding wall 428 of a respective one of power pod 402 and or forward sponson 408 and facilitate the selective securing, removal, and expeditious alignment of the plurality of sponsons and the underlying sponson and/or power pod.

[00134] Referring back briefly to FIG. 33, it should be appreciated that an interface 510 between the respective forward and rearward facing portions of removable laterally outboard sponsons 404, 406 and 410, 412 are offset in the longitudinal direction 446 relative to an interface 512 associated with power pod 402 and forward sponson 408. Such a consideration allows hull assembly 400 to be provided in a manner wherein no lateral joint interface extends the entirety of the lateral dimension 444 associated with hull assembly 400 thereby enhancing the robust construction of hull assembly 400. It is further appreciated that one or more of the selectively severable connection methodologies disclosed above can be employed to accommodate the selectively removable interaction between power pod 402 and removable sponsons 404, 406, 408, 410, 412 relative to each other and/or other adjacent selectively connectable hull portions.

[00135] Referring back to FIGS. 38-39, power pod 402 includes a forward oriented wall 516 that includes one or more projections 518 that are constructed and oriented to removably cooperate with openings 462 defined by lateral cross member 460 associated with the rearward facing end 520 of forward sponson 408. Projections 18 and openings 462 are oriented and configured to provide selective longitudinal translation of power pod 402 relative to forward sponson 408 such that the outboard lateral walls 428 of power pod 402 are generally aligned with the outboard lateral walls 428, 430 of forward sponson 408 when power pod 402 and forward sponson 408 are secured to one another. The alignment of outboard lateral walls 428, 430 of power pod 402 and forward sponson 408 accommodate the expeditious and selectively removable but secure connection of outboard lateral sponson portions 404, 406, 410, 412 relative to whole assembly 400 during the assembly and breakdown of the resultant watercraft. Watercraft 10, 300 equipped with hull assembly 400 retains the operative association and the selectively connectable hull assembly portions and does so in a manner wherein the hull assembly is robust but remains comparatively lightweight to accommodate manual unassisted transport of the resultant watercraft assembly

[00136] It is intended that the appended claims cover all such additions, modifications, and rearrangements. Expedient embodiments of the present invention are differentiated by the appended claims which also form part of the specification.