DOCSLIB.ORG

Sail Rig and Staysail System

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Sail Rig and Staysail System Europaisches Patentamt 19 European Patent Office Office europeen des brevets (n) Publication number: 0 392 848 B1 12 EUROPEAN PATENT SPECIFICATION @ Date of publication of patent specification @ int. ci.5: B63H 9/06, B63B 15/02 29.12.93 Bulletin 93/52 (21) Application number: 90303981.6 (22) Date of filing : 11.04.90 @) Sail rig and staysail system. (30) Priority : 12.04.89 GB 8908276 (73) Proprietor : Hewlett, Ian Charles Chestnut Cottage Beaulieu, Hampshire S042 7YB (GB) (43) Date of publication of application 17.10.90 Bulletin 90/42 (72) Inventor : Howlett, Ian Charles Chestnut Cottage (45) Publication of the grant of the patent : Beaulieu, Hampshire S042 7YB (GB) 29.12.93 Bulletin 93/52 (74) Representative : Lomas, Geoffrey Michael et al Brettell & Boutland Prudential @ Designated Contracting States : Barker, DE FR IT NL Buildings 97-101 Above Bar Street Southampton S09 4GT (GB) (56) References cited : WO-A-86/00591 FR-A- 1 464 877 FR-A- 2 454 959 GB-A- 2 033 308 US-A- 3 968 765 US-A- 4 047 493 CO oo 00 CM o> CO Note : Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been LU filed until the opposition fee has been paid (Art. 99(1) European patent convention). Jouve, 18, rue Saint-Denis, 75001 PARIS 1 EP 0 392 848 B1 2 Description forestay 17 which extends between the mast 12 and the other end of the yard/boom 13. The main sail 15 This invention relates to a sail rig fora sailing ves- may be stiffened by battens 1 5a. sel, such as a yacht, or a vessel provided with auxil- The backstay 14 and forestay 1 7 are both preten- iary sail propulsion. 5 sioned. The tension in the backstay 14 is reacted by GB-A-2 033 308 discloses a sail rig for a sailing the forestay 17. The forestay 17 may or may not be vessel or a vessel provided with auxiliary sail propul- located at the extreme fore end of the staysail 16. sion. The sail rig comprises a mast unstayed to the The forces generated by the staysail 16 balance hull of the vessel, a continuous yard/boom mounted those produced by the main sail 15 and thus the force on the mast and rotatable relative thereto, the 10 required to sheet the rig to the desired angle for opti- yard/boom and aforesail or staysail being mounted on mum sailing is reduced. the mast, and a main sail located between the mast The entire mast 12 and yard/boom 13 may rotate and the yard/boom. together about the axis of the mast 12 or the mast 12 The present invention makes use of a similar sail can be fixed and the yard/boom 13 may rotate about rig and is characterised in that a backstay extends be- 15 the fixed mast 12. tween the upper end of the mast and the aft end of When sailing the leech tension in the main sail 15 the yard/boom, a forestay extends between the mast replaces some or all of the tension in the backstay 14 and the forward end of the yard/boom, said backstay thus maintaining tension in the forestay 17. and said forestay being pretensioned, tension in the Preloading tension in the mast 12 with the back- forestay being transmitted to the backstay, the pre- 20 stay 14 is necessary with a cantilever type mast 12 tensioned forestay being positioned rearwardly of the in order to allow for mast deflection when sailing. leading edge of the foresail. The staysail 16 is shown more clearly in Figure 2 The advantages of the present invention include and is generally of an aerodynamic configuration in the fact that the unstayed mast reacts with the sail transverse section. Under wind load the camber of surfaces and stays as a free cantilever structure 25 the sail 16 may change along its length. The staysail which may deflect sideways under wind pressure. 16 comprises a plurality of spaced apart ribs 18 which The fore and aft stays which are pretensioned in plan view have a rounded front end and taper in through the yard/boom, give forward and aft rigidity width to a trailing edge, said ribs 18 being slidably to the mast and the tensions are transmitted through mounted on the forestay 17, and a sail cloth or other the rigid yard/boom. The sail rig is similar to that of a 30 flexible material 19 spans the gaps between the ribs crossbow and provides a strong resilient structure. 18. The material 19 may be in one piece and extend The pretensioning of the forestay and backstay main- over each side of the ribs 1 8 or it may be discontinu- tain efficient sail shape when the mast is deflected ous at the ribs 18. The material 19 is fixed to the ribs sideways. 18 in any suitable manner. The staysail 16 is erected The forestay, mast, yard/boom and backstays 35 by a halyard (not shown) and can be reefed in order elements form an integral unitary structure which can to reduce its effective sail area. be fitted to a hull as a unit. The use of ribs 18 and the choice of position of An embodiment of the present invention will now the forestay 1 7 minimises the tensions required to op- be described, by way of example, with reference to erate and reef the sail 16 efficiently. the accompanying drawings, in which:- 40 The ribs 18 may be formed of wood, or metal, or Figure 1 is a side elevation of a sailing yacht pro- plastics material which may be fibre reinforced. vided with a sail rig according to the present in- The lowest rib 18 and boom 13 may be integral. vention; Figure 3 shows a plan view of a modified form of Figure 2 is a diagrammatic perspective view of a rib 18 which has a flexible trailing end portion 18a stay sail according to the present invention; and 45 which allows the camber of the sail to change along Figure 3 is a plan view of a modified form of rib its length. showing how the camber along the sail can change. The sailing yacht 10 shown in Figure 1 comprises Claims a hull and a sail rig 11 which consists of a mast 12 un- 50 stayed to the hull. The mast may or may not be of the 1. Asail rig (11) fora sailing vessel (10) ora vessel cantilever type. The sail rig 11 further consists of a provided with auxiliary sail propulsion, compris- continuous yard/boom 13 mounted at the lower end ing a mast (12) unstayed to the hull of the vessel, of the mast 12, a backstay 14 which extends between a continuous yard/boom (13) mounted on the the upper end of the mast 12 and one end of the 55 mast (12), a main sail (15) located between the yard/boom 13, a main sail 15 which is slidable along mast (12) and the yard/boom (13), and a foresail the mast 12 and is located between the mast 12 and or staysail (16) mounted on the mast (12) and the the backstay 14, and a staysail 16 which is set on a yard/boom (13), said yard/boom being rotatable 2 3 EP 0 392 848 B1 4 relative to the mast (12), characterised in that a 2. Segeltakelage nach Anspruch 1 , bei welcher das backstay (14) extends between the upper end of Stagsegel (16) eine Vielzahl von Rippen (18) auf- the mast and the aft end of the yard/boom (13), weist, die entlang des vorgespannten Stags (17) a forestay (17) extends between the mast (12) 5 im Abstand voneinander angeordnet sind und and the forward end of the yard/boom (13), said durch welche sich das Stag erstreckt, sowie eine backstay (14) and said forestay (1 7) being preten- auliere Abdeckung (19) aus elastischem Materi- sioned, tension in the forestay (17) being trans- al, das in Beruhrung mit den Rippen aufgelegt mitted to the backstay (14), the pretensioned for- und an diesen befestigt ist. estay (17) being positioned rearwardly of the 10 leading edge of the foresail (16). 3. Segeltakelage nach Anspruch 1 oder 2, bei wel- cher das Stagsegel (16) im Querschnitt eine ae- 2. A sail rig as claimed in Claim 1 , in which the fore- rodynamische Ausbildung aufweist. sail (16) comprises a plurality of ribs (18) spaced apart along the pretensioned forestay (17) and 15 4. Segeltakelage nach Anspruch 2, bei welcher die through which the forestay extends, and an outer Rippen (18) einen elastischen Hinterendbereich covering (19) of flexible material placed in contact aufweisen, damit die Wolbung des Stagsegels with and secured to the ribs. (16) uberdessen Lange veranderlich ist. 3. Asail rig as claimed in Claim 1 orClaim2, in which 20 5. Segeltakelage nach Anspruch 2, bei welcher die the foresail (16) is of aerodynamic configuration Rippen (18) in Draufsicht ein abgerundetes Vor- in transverse section. derende aufweisen und in der Breite konisch zu einer Hinterkante zulaufen. 4. Asail rig as claimed in Claim 2, in which the ribs (18) have a flexible trailing end portion to allow 25 6. Segeltakelage nach einemderAnspruche 2 bis 5, the camber of the foresail (16)to change along its bei welcher die Rippen (1 8) aus Holz oder Metall length.
Load more

Recommended publications
  • Armed Sloop Welcome Crew Training Manual
    HMAS WELCOME ARMED SLOOP WELCOME CREW TRAINING MANUAL Discovery Center ~ Great Lakes 13268 S. West Bayshore Drive Traverse City, Michigan 49684 231-946-2647 [email protected] (c) Maritime Heritage Alliance 2011 1 1770's WELCOME History of the 1770's British Armed Sloop, WELCOME About mid 1700’s John Askin came over from Ireland to fight for the British in the American Colonies during the French and Indian War (in Europe known as the Seven Years War). When the war ended he had an opportunity to go back to Ireland, but stayed here and set up his own business. He and a partner formed a trading company that eventually went bankrupt and Askin spent over 10 years paying off his debt. He then formed a new company called the Southwest Fur Trading Company; his territory was from Montreal on the east to Minnesota on the west including all of the Northern Great Lakes. He had three boats built: Welcome, Felicity and Archange. Welcome is believed to be the first vessel he had constructed for his fur trade. Felicity and Archange were named after his daughter and wife. The origin of Welcome’s name is not known. He had two wives, a European wife in Detroit and an Indian wife up in the Straits. His wife in Detroit knew about the Indian wife and had accepted this and in turn she also made sure that all the children of his Indian wife received schooling. Felicity married a man by the name of Brush (Brush Street in Detroit is named after him).
    [Show full text]
  • Sailing in Heavy Weather
    SAILING IN HEAVY WEATHER John Jourdane As the wind increases you need to reduce sail area the keep the boat under control Why we need smaller sails as the wind builds Think of a weather vane Keep the helm balanced Pac Cup Rules – Heavy Air Sails 1. Mainsail – must be able to reduce luff length by 10% 2. Boat shall carry at least 2 of the following 3 sails: a. A trysail with sail numbers on both sides, which can be set independently of the boom, has an area less than 17.5% of E x P, and which is capable of being attached to the mast. Sails newer than 1/1/2014 must be constructed of highly visible material. b. A storm jib with an alternate means of attachment to the headstay, if the head foil fails, and highly visible material c. A heavy-weather jib of area not greater than 13.5% of the foretriangle squared. The North Pacific High As the wind increases Go to progressively smaller jibs Reef the mainsail Put more reefs in the main Put up the storm jib or storm staysail Deep-reefed main alone Storm trysail and storm jib or storm staysail Heave to with trysail and storm jib or storm staysail Storm trysail or storm staysail alone Reefed Main and Small Jib Storm Sails Should be purpose-built for your boat Need to be made from heavy material to withstand the beating a storm can produce Storm Jib Gale Sail Gale Sail Gale Sail Storm Staysail Storm Jib Stow the storm jib in it’s own bag in an easily accessible place.
    [Show full text]
  • December 2007 Crew Journal of the Barque James Craig
    December 2007 Crew journal of the barque James Craig Full & By December 2007 Full & By The crew journal of the barque James Craig http://www.australianheritagefleet.com.au/JCraig/JCraig.html Compiled by Peter Davey [email protected] Production and photos by John Spiers All crew and others associated with the James Craig are very welcome to submit material. The opinions expressed in this journal may not necessarily be the viewpoint of the Sydney Maritime Museum, the Sydney Heritage Fleet or the crew of the James Craig or its officers. 2 December 2007 Full & By APEC parade of sail - Windeward Bound, New Endeavour, James Craig, Endeavour replica, One and All Full & By December 2007 December 2007 Full & By Full & By December 2007 December 2007 Full & By Full & By December 2007 7 Radio procedures on James Craig adio procedures being used onboard discomfort. Effective communication Rare from professional to appalling relies on message being concise and clear. - mostly on the appalling side. The radio Consider carefully what is to be said before intercoms are not mobile phones. beginning to transmit. Other operators may The ship, and the ship’s company are be waiting to use the network. judged by our appearance and our radio procedures. Remember you may have Some standard words and phases. to justify your transmission to a marine Affirm - Yes, or correct, or that is cor- court of inquiry. All radio transmissions rect. or I agree on VHF Port working frequencies are Negative - No, or this is incorrect or monitored and tape recorded by the Port Permission not granted.
    [Show full text]
  • Download ROYAL W INT 13 MIZZEN M. RIGGING
    Euromodel Royal William 13.Yards.September 2021 TRANSLATION LINKS 1. type into your browser ... english+italian+glossary+nautical terms 2. utilise the translation dictionary ‘Nautical Terms & Expressions’ from Euromodel website An interpretive review of the Euromodel Kit Royal William 1st. Rate English Vessel Originally launched in 1670 as the 100-gun HMS Prince Re-built and launched in 1692 as the HMS Royal William Finally re-built again and ... Launched 1719 Scale 1:72 Checked the Essential Resource Information File ? 13.YARD CONSTRUCTION September 2021 This paper is based on the supplied drawings, external references, kit material – and an amount of extra material. It serves to illustrate how this ship might be built.The leve l of complexity chosen is up to the individual This resource information was based on the original text supplied by Euromodel and then expanded in detail as the actual ship was constructed by MSW member piratepete007. [Additional & exceptional support was gratefully received from another MSW member marktiedens. My sincere thanks to him and other MSW members.] 1 Euromodel Royal William 13.Yards.September 2021 Neither the author or Euromodel have any commercial interest in this information and it is published on the Euromodel web site in good faith for other persons who may wish to build this ship. Euromodel does not accept any responsibility for the contents that follow. This is not an instructional manual but is a collaboration amongst a number of MSW members whose interpretations were based on the drawings and the supplied kit. • Additional material used was dictated by personal choices. • Greater simplification would be achieved by using the material as it is supplied.
    [Show full text]
  • Chapter 7 Rigging the Sail
    1 Chapter 7 (..of The Cambered Panel Junk Rig...) Rigging the sail. (..all those ropes!) Malena, 1.4t, 32sqm Johanna, 3.2t, 48sqm Broremann 0.20t, 10sqm Frk. Sørensen, 0.74t, 20m2 Ingeborg, 2.15t, 35sqm In this chapter, I will mainly tell how I have rigged my own sails, but may also show alternative ways of doing it. Actually, I think it is a good idea to read this chapter before one settles on a rig type. No doubt, this text will have to be updated several times, as I receive more feedback. I will frequently use links to other write-ups I have produced, to describe details. Since all of these sit on the same website, they will stay operational for as long as this chapter does. If you are a serious doer, I guess it makes sense to download these texts and store them. One never knows when a website might fold... Aluminium mast cap (5mm thick) Webbing type mast cap for 10sqm sail on Broremann. Preparing the mast for first stepping. With the mast in hand, one needs some way of attaching the halyard etc. to the mast top. My preferred way has been to make some sort of mast cap of steel or (better) aluminium. For smaller rigs, I have just made it out of webbing and fixed it to the mast with a couple of hose clamps. In the latter case, one should add a fez-type cap to it, to protect the webbing from the sun. All my mast tops have been of wood.
    [Show full text]
  • Specialty Reaching Sail Guide BLUE PAPER: a North Sails Guide
    BLUE PAPER - Specialty Reaching Sail Guide BLUE PAPER: A North Sails Guide SPECIALTY REACHING SAIL GUIDE hauled sailing. As you ease the sheet of a conventional headsail and bear off, you lose control over the leech. This sail is shaped to tolerate the extra twist that results from easing the sheet while not being able to hold the lead down and out, due to deck limitations. The Jib Top design is designed to sail wider apparent wind angles while still allowing the trimmer control over the twist and leech profile of the sail. The sail is usually sheeted using the spinnaker sheet, which is “tweaked” to the deck using an adjustable purchase system. The Jib Top is a faster sail on a reach than a conventional low-clewed Jib or Genoa. Wind Seeker Blast Reacher This is a very light sail for drifting conditions. Used when a full A Blast Reacher is a non-overlapping sail, similar in concept to size, heavier weight sail will not pressurize or remain stable. the Jib Top. Used in heavier wind than the Jib Top, or in place Wind Seekers are commonly made in forgiving cloth to handle of a Jib Top on boats that do not carry overlapping headsails. slatting conditions and designed to sheet at or near the shroud base, to make tacking and sheeting in zephyrs easier. Genoa Staysail The Genoa Staysail is a small jib (often furling), which is set Jib Top inside the foretriangle and used for reaching in more than A Jib Top is a high-clewed overlapping headsail for beam eight knots of wind.
    [Show full text]
  • Sailing Course Materials Overview
    SAILING COURSE MATERIALS OVERVIEW INTRODUCTION The NCSC has an unusual ownership arrangement -- almost unique in the USA. You sail a boat jointly owned by all members of the club. The club thus has an interest in how you sail. We don't want you to crack up our boats. The club is also concerned about your safety. We have a good reputation as competent, safe sailors. We don't want you to spoil that record. Before we started this training course we had many incidents. Some examples: Ran aground in New Jersey. Stuck in the mud. Another grounding; broke the tiller. Two boats collided under the bridge. One demasted. Boats often stalled in foul current, and had to be towed in. Since we started the course the number of incidents has been significantly reduced. SAILING COURSE ARRANGEMENT This is only an elementary course in sailing. There is much to learn. We give you enough so that you can sail safely near New Castle. Sailing instruction is also provided during the sailing season on Saturdays and Sundays without appointment and in the week by appointment. This instruction is done by skippers who have agreed to be available at these times to instruct any unkeyed member who desires instruction. CHECK-OUT PROCEDURE When you "check-out" we give you a key to the sail house, and you are then free to sail at any time. No reservation is needed. But you must know how to sail before you get that key. We start with a written examination, open book, that you take at home.
    [Show full text]
  • Setting, Dousing and Furling Sails the Perception of Risk Is Very Important, Even Essential, to Organization the Sense of Adventure and the Success of Our Program
    Setting, Dousing and Furling Sails The perception of risk is very important, even essential, to Organization the sense of adventure and the success of our program. The When at sea the organization for setting and assurance of safety is essential dousing sails will be determined by the Captain to the survival of our program and the First Mate. With a large and well- and organization. The trained crew, the crew may be able to be broken balancing of these seemingly into two groups, one for the foremast and one conflicting needs is one of the for the mainmast. With small crews, it will most difficult and demanding become necessary for everyone to know and tasks you will have in working work all of the lines anywhere on the ship. In with this program. any event, particularly if watches are being set, it becomes imperative that everyone have a good understanding of all lines and maneuvers the ship may be asked to perform. Safety Sailing the brigantines safely is our primary goal and the Los Angeles Maritime Institute has an enviable safety record. We should stress, however, that these ships are NOT rides at Disneyland. These are large and powerful sailing vessels and you can be injured, or even killed, if proper procedures are not followed in a safe, orderly, and controlled fashion. As a crewmember you have as much responsibility for the safe running of these vessels as any member of the crew, including the ship’s officers. 1. When laying aloft, crewmembers should always climb and descend on the weather side of the shrouds and the bowsprit.
    [Show full text]
  • EDUCATION Permit Application
    Papahānaumokuākea Marine National Monument Permit Application - Education OMB Control # 0648-0548 Page 1 of 17 Papahānaumokuākea Marine National Monument EDUCATION Permit Application NOTE: This Permit Application (and associated Instructions) are to propose activities to be conducted in the Papahānaumokuākea Marine National Monument. The Co-Trustees are required to determine that issuing the requested permit is compatible with the findings of Presidential Proclamation 8031. Within this Application, provide all information that you believe will assist the Co-Trustees in determining how your proposed activities are compatible with the conservation and management of the natural, historic, and cultural resources of the Papahānaumokuākea Marine National Monument (Monument). ADDITIONAL IMPORTANT INFORMATION: • Any or all of the information within this application may be posted to the Monument website informing the public on projects proposed to occur in the Monument. • In addition to the permit application, the Applicant must either download the Monument Compliance Information Sheet from the Monument website OR request a hard copy from the Monument Permit Coordinator (contact information below). The Monument Compliance Information Sheet must be submitted to the Monument Permit Coordinator after initial application consultation. • Issuance of a Monument permit is dependent upon the completion and review of the application and Compliance Information Sheet. INCOMPLETE APPLICATIONS WILL NOT BE CONSIDERED Send Permit Applications to: NOAA/Inouye
    [Show full text]
  • Sultana's Sails
    Sultana’s Sails Each Sail Performs a Different Function When Sultana is Underway MAIN FORE TOPSAIL TOPSAIL STAY SAIL M A JIB I N M F MAIN A O S R T E M SAIL FORE A ST SAIL ultana is powered by six sails. The main sail is the vessel’s largest sail and is S attached to the main mast. The fore sail is the schooner’s second largest sail and is attached to the fore mast. These two sails provide the majority of the power when Sultana is underway. Near the bow, or front of the ship, are two smaller sails known as the stay sail and the jib. These sails provide Sultana with additional speed and give the captain greater control of the bow when the ship is turning into the wind. At the top of Sultana’s sailing rig are the main topsail and the fore topsail. These sails are most effective when the wind is directly behind the ship. They are also very useful in light wind conditions. In colonial times, Sultana’s commander used as many as fifteen sails! Adding more sails was important for increasing the ship’s speed, particularly when the schooner was chasing down colonial ships to enforce the tea taxes. Today Sultana’s maximum speed using all six of her sails is about twelve miles an hour. Rendering of Sultana by Darby Hewes Sultana’s Sails NAME: ____________________________________________ DATE: ____________ DIRECTIONS: Use information from the diagram on the previous page to label each of Sultana’s six sails. At the bottom of the page, briefly describe the function of each sail.
    [Show full text]
  • Sail Power and Performance
    the area of Ihe so-called "fore-triangle"), the overlapping part of headsail does not contribute to the driving force. This im­ plies that it does pay to have o large genoa only if the area of the fore-triangle (or 85 per cent of this area) is taken as the rated sail area. In other words, when compared on the basis of driving force produced per given area (to be paid for), theoverlapping genoas carried by racing yachts are not cost-effective although they are rating- effective in term of measurement rules (Ref. 1). In this respect, the rating rules have a more profound effect on the plan- form of sails thon aerodynamic require­ ments, or the wind in all its moods. As explicitly demonstrated in Fig. 2, no rig is superior over the whole range of heading angles. There are, however, con­ sistently poor performers such ns the La­ teen No. 3 rig, regardless of the course sailed relative to thewind. When reaching, this version of Lateen rig is inferior to the Lateen No. 1 by as rnuch as almost 50 per cent. To the surprise of many readers, perhaps, there are more efficient rigs than the Berntudan such as, for example. La­ teen No. 1 or Guuter, and this includes windward courses, where the Bermudon rig is widely believed to be outstanding. With the above data now available, it's possible to answer the practical question: how fast will a given hull sail on different headings when driven by eoch of these rigs? Results of a preliminary speed predic­ tion programme are given in Fig.
    [Show full text]
  • A Maritime Resource Survey for Washington’S Saltwater Shores
    A MAritiMe resource survey For Washington’s Saltwater Shores Washington Department of archaeology & historic preservation This Maritime Resource Survey has been financed in part with Federal funds from the National Park Service, Department of the Interior administered by the Department of Archaeology and Historic Preservation (DAHP) and the State of Washington. However, the contents and opinions do not necessarily reflect the views or policies of the Department of the Interior, DAHP, the State of Washington nor does the mention of trade names or commercial products constitute endorsement or recommendation by the Department of the Interior or DAHP. This program received Federal funds from the National Park Service. Regulations of the U.S. Department of Interior strictly prohibit unlawful discrimination in departmental Federally Assisted Programs on the basis of race, color, national origin, age, or handicap. Any person who believes he or she has been discriminated against in any program, activity, or facility operated by a recipient of Federal assistance should write to: Director, Equal Opportunity Program, U.S. Department of the Interior, National Park Service, 1849 C Street, NW, Washington, D.C. 20240. publishing Data this report commissioned by the Washington state Department of archaeology and historic preservation through funding from a preserve america grant and prepared by artifacts consulting, inc. DAHP grant no. FY11-PA-MARITIME-02 CFDa no. 15-904 cover image Data image courtesy of Washington state archives Washington state Department of archaeology and historic preservation suite 106 1063 south capitol Way olympia, Wa 98501 published June 27, 2011 A MAritiMe resource survey For Washington’s Saltwater Shores 3 contributors the authors of this report wish to extend our deep gratitude to the many indi- viduals, institutions and groups that made this report possible.
    [Show full text]