text: the present invention vessel can be described as a marine attack sled , since it has a configuration creating a tri - point contact with the water at high speed . the bottom of the v - shaped bow in combination with the rear portion of its two lateral rails provide the three water contact points . a water jet intake is located aft the v - shaped bow , with the water jet discharge located through the transom above the water line . thus , the present invention is allowed to plane in a straight ahead mode at high speed while the wet area aft of the bow , when the vessel is running at high speed in flattened water , is maintained at a minimum for improved fuel efficiency , performance , turning without loss of velocity , and less backwash disturbance . when at idle or at low speed , the present invention vessel sits low in the water . however , at high speeds it simply climbs out of the water with only its tri - point areas remaining in contact therewith . a portion of the bow must remain in the water so as to provide a means of water intake for the jet intake that is typically located immediately aft of the v - shaped bow . when a right or left turn is entered upon , the present invention vessel does not drop from its level of planing or lose speed , as conventional naval vessels tend to do . instead , in a very fast and tight turn , the present invention vessel will climb up on top of the water &# 39 ; s surface on its port or starboard rail bottoms , as shown in the left turn in fig8 . the outboard rail relative to the turn climbs out of the water , while the inboard rail drops down into the water to grip and maintain directional stability , as shown in fig7 . the lower bow does not have provisions to cause lift above the surface of the water , thereby water intake into its water jet is not interrupted in a hard turn . suction is rarely compromised . however , if suction is lost , recovery is instantaneous when the hull returns to running depth . it must be remembered that the wet area is held to a minimum , even in a turn , as well as in a forwardly direction . when the present invention marine vessel is running slowly , the hull will sink down to a low profile . in this mode , the discharge of the water jet remains above the water line , which makes it approximately sixty percent more effective that if would be configured to discharge fluid under water . this can be understood more readily with a comparison to a water hose pushed down into a bucket full of water . as the nozzle goes under the water &# 39 ; s surface , one will feel a lessening of the force or reaction of the nozzle against one &# 39 ; s hand . however , when the nozzle is pulled out of the bucket , the hose will very nearly pull away from one &# 39 ; s grasp , or at least try to pull away . testing of the present invention was performed on a scale model approximately thirty inches in length and bears out the following stability characteristics . however , size is not considered a limiting factor and it is contemplated for the present invention to be thirty feet in length , sixty feet in length , one hundred feet in length , or any other needed length dimension appropriate to an intended application . one contemplated military application of the present invention structure is for that of a torpedo boat that is able to make hard left and right turns at full speed , without losing any velocity . since the present invention configuration creates little disturbed backwash it greatly reduces the tendency to bounce in a hard turn . one advantage of reduced bouncing is that a more stable platform is provided during hard turns for the use of deck guns . another advantage is that when a torpedo is released in a turn , the torpedo can be released much closer to the surface of the water . further , when a fleet of present invention vessels are seen on the horizon at idle or at slow speed , their profile is low and they would appear as flat fishing boats instead of military vessels . in addition , when the fleet is running at speed , the wake is minimized to a light trail that will diminish rapidly to a flow of flattened water . such flattened flow can allow the vessels to follow closely in line . further , the present invention vessels can approach a point of attack at high speed , thus enhancing its stealth and covert movement . since the present invention also successfully negotiates very choppy seas , and can be used in rolling seas although at slightly slower speeds than flat seas , use of the present invention with any efficient turbine engine would significantly upgrade existing military ‘ swift ’ boat patrol fleets . fig1 - 5 show the construction of the hull 28 of the most preferred embodiment 2 of the present invention , as well as that of its bow 4 and transom 10 , while fig6 - 9 show the rudders 22 and reverse gate 16 used by most preferred embodiment 2 for steering , idle , turns , and reverse of direction . fig1 shows most preferred embodiment 2 having front - to - back sections designated with progressively higher alphabet markings , a central power unit 26 , and rails 8 p ( on the port side ) and 8 s ( on the starboard side ) extending rearwardly beyond transom 10 . fig2 also shows most preferred embodiment 2 with the same front - to - back alphabetically marked sections designated in fig1 , bow 4 having a v - shaped configuration , a water jet intake 12 aft of the lowest portion 6 of the v - shaped bow 4 , and its water jet discharge 14 through transom 10 above the line w - b / w - s indicating the approximate line anticipated for the water surface level relative to hull 28 while it is at slow speed or idle . fig3 a shows bow 4 having a v - shaped configuration , with some of the section lines in fig1 and 2 present on the right half of the illustration to identify the location of front - to - back sections in hull 28 relative to bow 4 . fig3 a also shows the lowest point 6 on bow 4 and the rear portion of two lateral rails 8 p and 8 s providing the three contact points with the water when most preferred embodiment 2 rises up out of the water to travel at high speed . fig3 b - 3 f are front views of some of the front - to - back sections in most preferred embodiment 2 , and represent the sections a - g as shown in fig1 and 2 , while fig4 is a middle section taken along line g - g in fig6 and 7 and which is approximately equivalent to the section g marked fig1 and 2 . fig5 shows that its water jet discharge 14 is located through its transom 10 and established above the line w - p / w - s representing the water surface supporting hull 28 at slow speeds and at idle . fig6 - 7 show most preferred embodiment 2 having a reverse gate 16 and rudders 22 in line with the water jet discharge 14 in the transom 10 , while fig8 - 9 show most preferred embodiment 2 in a left turn , with fig8 looking at bow 4 and fig9 looking at transom 10 , with a large arrow in each illustration showing the direction of the turn and a first line showing the water surface relative to the vessel , a second line showing a vertical position relative to the water surface , and a third line showing the direction of force experienced by the vessel during the turn . fig1 is a top view of the most preferred embodiment 2 of the present invention with its rails 8 p and 8 s extending rearwardly beyond transom 10 . it is not critical for rails 8 p or 8 s to extend beyond transom 10 , and the length and width dimensions of rails 8 p and 8 s may be proportionally larger or smaller than shown . as shown in fig4 , buoyancy material 20 may be added on top of rails 8 p and 8 s to lower the risk of sinking after a collision . the forward parts of rails 8 p and 8 s are narrow so bow 4 has minimal lift and the water jet intake 12 stays nearly all of the time below the water line w - b / w - s ( shown in fig2 ). although fig1 shows rails 8 p and 8 s starting approximately one - half of the distance between the foremost part of bow 4 and the water jet intake 12 , such positioning is not critical . fig1 further shows a power unit 26 in its preferred central position within most preferred embodiment 2 . since water jet intake 12 ( shown in fig2 ) and water jet discharge 14 operate without an external propeller , the safety of most preferred embodiment 2 during its operation is enhanced . the sections a - e in fig1 and 2 represent the bow 4 of most preferred embodiment 2 , while sections e - p between bow 4 and transom 10 represent the structure comprising the mid - portion of hull 28 . further in fig1 , line l / a represents the center line of most preferred embodiment 2 along its deck 34 , lines l / b - p and l / bs respectively represent the port and starboard edges of deck 34 , line l / c represents the chine of most preferred embodiment 2 , line l / d represents the lower edge of the rails 8 of most preferred embodiment 2 , line l / e represents the center line of most preferred embodiment 2 along its keel , and line l / r represents the top rail line of most preferred embodiment 2 . the top rail lines l / r rearward from water jet intake 12 are approximately parallel to lines l / a and l / e . fig2 is a side view of the most preferred embodiment 2 of the present invention with its bow 4 having a v - shaped configuration , its water jet intake 12 aft of the lowest point 6 of the v - shaped configuration of bow 4 , and its water jet discharge 14 through transom 10 above the proposed water line designated from bow to stem by the line w - b / w - s . also , fig2 shows deck 34 substantially parallel to water line w - b / w - s . fig2 further shows power unit 26 centrally within hull 28 , port rail 8 p , and reverse gate 16 rearwardly from and in line with water jet discharge 14 . fig2 further shows the same sections a - p show for hull 28 in fig1 , with line l / a representing the center line of most preferred embodiment 2 along its deck 34 , lines l / b representing the edge of deck 34 , line l / c representing the chine of hull 28 , line l / d representing the lower edge of rail 8 p , line l / e representing the center line of most preferred embodiment 2 along its keel , and line l / r representing the top line of rail 8 in the most preferred embodiment 2 . the top rail line l / r is approximately parallel to lines l / a and l / e . only the rearmost portion of rail 8 p is shown in fig2 for clarity of illustration , while the full configuration of rails 8 p and 8 s is shown in fig1 . fig3 shows the most preferred embodiment 2 of the present invention with its bow having a v - shaped configuration , and section lines a - g on the right side of hull 28 as they would appear to a viewer ( not shown ) looking from bow 4 toward transom 10 . in combination with the lowest point 6 of bow 4 , the rear portion of lateral rails 8 p and 8 s provide the three contact points with the water when most preferred embodiment 2 rises up out of the water to travel at high speed . each line a - f has three distinct parts each marked with its alphabetical designation , a substantially horizontally - extending upper section line designating the configuration of the section on deck 34 , a substantially vertically - extending port - side section line , and an angled lower section line that defines the configuration of the section under bow 4 . one reference to section g is also shown on the lower right side of the illustration . since horizontally - extending section a is the forward most section relative to deck 34 , with b , c , d , e , and f in that order positioned one behind the other , the horizontally - extending upper section line a as it would be observed from deck 34 appears in front of horizontally - extending upper section line b , horizontally - extending upper section line b appears in front of horizontally - extending upper section line c , c before d , d before e , and e before f . similarly , since the v - shape of bow 4 requires section a to have the highest underside curvature , the angled lower section line a is higher than angled lower section line b , with angled lower section line b being higher than angled lower section line c , c higher than d , d higher than e , and e higher than f or g . with respect to the vertically - extending port - side lines for sections a - f that are located on the far right side of the illustration , vertically - extending port - side section line a is to the left of vertically - extending port - side section line b , vertically - extending port - side section line b is to the left of vertically - extending port - side section line c , with c left of d , and d slightly to the left of e and f . fig3 b - 3f respectively show the individual shapes of sections a - e that substantially form bow 4 of most preferred embodiment 2 . fig3 b shows the section a of fig1 and 2 having a pentagonal configuration , with an elongated upper line between the two opposing points identified as l / b - s and l / b - p defining deck 34 and the point identified as l / a being the centerline of most preferred embodiment 2 along its deck 34 . below deck 34 , two opposing line segments between points l / b and l / c define the upper portion of bow 4 , with the lower concave segments between points l / c and l / e defining the lower portion of bow 4 . the two points l / b represent the opposing lateral edges of deck 34 , l / c represents the chine on opposing sides of hull 28 , and l / e represents the keel line of most preferred embodiment 2 . with respect to l / a and l / e , the two l / b &# 39 ; s are located at a significantly greater distance from l / a and l / e than the two l / c &# 39 ; s . in fig3 c , the configuration of bow 4 in the section b of fig1 and 2 shows the two l / b &# 39 ; s nearly the same distance from l / a and l / e as the two l / c &# 39 ; s . while the lower central portion of section b immediately above l / e is substantially similar in size and configuration to that shown in section a ( see fig3 b ), the upper portion of section b ( in fig3 c ) has a more rectangular configuration , while the overall appearance of section a is that of a triangle even though it has five distinct line segments that make it an irregular pentagon . in contrast and as shown in fig3 d , the section c from fig1 and 2 has an overall appearance similar to that of section b ( as previously shown in fig3 c ), with its upper portion being proportionally larger than is shown for section b ( in fig3 c ). however , in the section c shown in fig3 d , one is able to distinguish points l / d which represent the lower edge of rails 8 and were not present in sections a or b . fig3 e further shows the section d of fig1 and 2 having an overall appearance similar to that of section c ( as shown in fig3 d ), with its upper portion being proportionally larger than is shown for section c and points l / c and l / d spaced a little further away from one another as rails 8 p and 8 s widen in configuration through the mid - section of hull 28 . also , the extension 18 of rails 8 p and 8 s beyond chine l / c is not shown in fig3 a - 3 f for clarity of illustration . as shown in fig3 f , the section e of fig1 and 2 has an overall appearance similar to that of section d ( as shown in fig3 e ), except that its point l / e does not extend as far below l / d and l / c as is shown in fig3 e since the configuration of keel l / e starts to become increasingly elevated in sections e - p to create tri - point contact with the water , as shown in fig2 . fig4 shows a middle section of most preferred embodiment 2 which is approximately equivalent to the section g in fig1 and 2 , and is taken along line g - g in fig6 and 7 . fig4 shows the line l / a representing the center line of most preferred embodiment 2 along its deck 34 , the two lines l / b - p and l / b - s respectively representing the port and starboard edges of deck 34 , the two lines l / c representing the port and starboard chine of most preferred embodiment 2 , the two lines l / d representing the lower edges of the port and starboard rails 8 p and 8 s , line l / e representing the center line of most preferred embodiment 2 along its keel , and lines l / r represents the top lines of rails 8 p and 8 s in the rail extensions 18 shown in fig4 and 5 extending beyond chine l / c . fig4 also shows hull 28 having a water jet 24 therethrough near to keel line l / e , and buoyancy material 20 secured to the top portions of rails 8 p and 8 s for added buoyancy in the event that most preferred embodiment is involved in a collision . when most preferred embodiment 2 is at speed and going in a forwardly direction , most of the area designated by the number 30 remains dry , with the wet area in contact with the water being restricted to an area in bow 4 at the lowest portion 6 of its v - shaped configuration and lowest areas l / d on the rear portions of rails 8 p and 8 s . fig5 is a rear view of the most preferred embodiment 2 of the present invention showing the water jet discharge 14 through its transom 14 above the proposed water line w - p / w - s for travel at slow speeds and idle . point l / e representing the keel line is at its highest elevation at transom 10 ( as also shown in fig1 ), creating a semi - circular appearance of the curved line l / d - l / e - l / d . when traveling at high speed , the area designated by the number 30 climbs out of the water and is no longer a wet area , with water contact then being a tri - point contact using only the lowest portion 6 of bow 4 and the rearmost portions of rails 8 s and 8 p . a substantial portion of the area 30 of hull 28 adjacent to curved line l / d - l / e - l / d is dry while most preferred embodiment operates at speed in a forwardly direction , with points l / d on the rear portions of rails 8 p and 8 s then providing the main contact with the water . in contrast , as shown in fig8 and 9 , in making turns the outboard rail relative to the turn climbs out of the water ( rail 8 s in fig8 and 9 ), while the inboard rail ( rail 8 p in fig8 and 9 ) drops down into the water to grip and maintain directional stability . fig5 shows buoyancy material 20 secured to the upper portion of rails 8 p and 8 s above rail extension 18 , with line l / a representing the center line of most preferred embodiment 2 along its deck 34 , the two lines l / b - p and l / b - s respectively representing the port and starboard edges of deck 34 , the two lines l / c representing the port and starboard chine of most preferred embodiment 2 , the two lines l / d representing the lower edges of the port and starboard rails 8 p and 8 s , line l / e representing the center line of most preferred embodiment 2 along its keel , and lines l / r represents the top lines of rails 8 p and 8 s in most preferred embodiment 2 . fig6 and 7 show most preferred embodiment 2 with a reverse gate 16 and two rudders 22 positioned rearward from and in line with transom 10 . in contrast to prior art marine vessels ( not shown ), due to the high elevation of point l / e at transom 10 , the reverse gate 16 directs water under the water jet discharge 14 into the area marked by the number 30 in fig4 and 5 , and not toward transom 10 . the configuration of rudders 22 and reverse gate 16 are not critical and each may have conventional configurations . fig6 and 7 both show centrally positioned power units , bow 4 , deck 34 , rail 8 p , water jet 24 , the lowest portion 6 of bow 4 , water jet intake 12 aft of lowest point 6 , and section line g - g . in addition , fig6 shows hull 28 between bow 4 and transom 10 , and line l / r representing the top line of rail 8 p in most preferred embodiment 2 . fig7 also shows rail 8 s . fig8 and 9 show most preferred embodiment 2 in a left turn , with fig8 showing a front view from bow 4 and fig9 showing a rear view from transom 10 . the inboard rail ( which is 8 p in a left turn ) drops below the water surface to grip and maintain directional stability . water intake at water jet intake 12 is not interrupted , and as shown in fig8 the lowest portion 6 of bow 4 and water jet intake 12 remain under the water surface designated as w - s . as a routine , there is no bow lift during a turn by most preferred embodiment 2 , unless unusually choppy seas are encountered , and when water jet intake 12 does come out of the water , the speed of most preferred embodiment 2 slows sufficiently to cause a lowering of its profile relative to water surface w - s , thereby promptly replacing water jet intake 12 under water surface w - s so that it can again draw in water for propulsion . also , as shown in fig9 , a large portion of the area designated by the number 30 remains out of contact with the water during a turn , creating a faster and smoother turn than can be achieved by conventional marine vessels of similar size ( not shown ), with less bounce . thus , the water jet discharge 14 of the most preferred embodiment 2 of the present invention is preferably above the water line w - s while at rest , at full speed , in turns , and in reverse . loss of planing height while in turns at any speed above idle is prevented by the present invention hull 28 configuration . further , there is no bouncing of most preferred embodiment 2 at high speeds due to its tri - point contact with water surface w - s . turning is positive since the sliding sideways motion experienced with conventional marine vessels is all but eliminated by the inboard rail ( 8 p in fig8 and 9 ) dropping below the water surface w - s and gripping the water to maintain directional stability . in addition , the buoyancy of most preferred embodiment 2 at rest provides a low profile in the water due to the sled configuration of its planing surfaces , which allows hull 28 to lower itself in the water . this also considerably reduces the wet area under the hull 28 along the center line l / e aft of the water jet intake 12 , with such dry area being designated by the number 30 in fig4 , and 9 . with a reduced wet area , most preferred embodiment 2 can attain higher speeds with a given power source . additionally , by providing buoyancy material 20 on the top of the extensions 18 of sled rails 8 p and 8 s , sinking after an underwater collision would be less apt to occur . also , at speed forward observation is good since the configuration and placement of rails 8 p and 8 s keep bow 4 low and water jet intake 12 under water surface w - s , with the lift from the sled rails 8 p and 8 s beginning well aft of the v - shaped configuration of the bow 4 and water jet intake 12 .