Efficient sail
Today, sails are very different from their ancestors in the period before the polyester revolution. The form has always been the most important factor in the effectiveness of sailing, and the time was when you chose your most suitable canvas for the conditions, pulled it out and pasted it on it. Some cruising sails are still made like this. They work quite well, but the fabric from which they are cut often means that their operational potential is nowhere near the quality of a modern sail, the geometry of which can be changed depending on the wind and the sea. Such equipment paved the way for cruisers, following the example of racing yachts, which avant-garde hi-tech has now switched to fabrics of such sophistication and stability that the shape cut into sails has hardly been compromised until they literally explode.
The maximum camber of the sail should be slightly above the middle of its cross section. In practice, this to some extent depends on what kind of sail it is and how strong the wind blows. The power of an aerodynamic profile depends on its depth of curvature, so a baggy sail will lead you in light air much more efficiently than a flat one. When the wind has cooled, the force of the full sail will be too great for the boat. It should then be flat or rifled, if possible; or changed for another sail, if not.
This requirement is emphasized by the fact that as the wind increases, the sail naturally becomes more complete, and the point of maximum collapse is pushed towards the leech. Both of these results are the opposite of what is desired, and something needs to be done to mitigate them.
In addition to the issue of regulating the collapse, there is also the issue of turning. Most sails turn away from the wind in their upper sections. This voltage is built into them intentionally and can be controlled so that it acts in your favor.
Twist is a closed book for many sailors, but to ignore it, it will significantly reduce the speed of your boat. The reason for its importance is as follows: the wind blows stronger than near the deck, because the surface friction with the sea slows it down. When the boat floats, the wind she actually experiences is a composition known as the visible wind. She can be given a real wind out of control, but she makes a ghostly breeze from the dead ahead in an equal and opposite direction to her own progress through the flow of air. This ghost is combined with the true wind, creating a real breeze through the sails. The impact wind that they form comes from further forward and stronger than the true wind if it does not blow from the well.
It is clear that the faster the true wind for a given boat speed, the less will be the disturbance caused by the movement of the boat. Since the true wind at the top is slightly stronger than at the deck level, the apprentice ends, that is, a bit more “free” than the air down. If the top of the sail can be twisted to take advantage of this, its resultant force will create a larger front component than the one delivered by the bottom of the same canvas area.
In addition, the entire sail will be installed cleanly, without any effort or lift or stop.
In the case of fractional installation, the upper part of the grotto cuts unperturbed air, while the lower parts get their wind, which has already been bent by the stern head wheels. Twist control is vital if the top of the sail should not completely stall.
Too much turning can cause a terrible loss of strength, if allowed to go out of control, until you reach a windy day. The boom heaves in disgust, while the upper third of the grotto discharges its air unceremoniously to leach its exhausted leech.
Head formation
In most boats, the winch with falls is the main tool for controlling head camber. Some traditional crafts are equally well served by the tack, but whatever method is used, a critical feature of the sail at any given time is its tension.
Raise the sail, then turn on the boat or almost on a close course. Now look at the middle of the sail. If he has a “fast lane” # 39; your task is simplified. If not, you will have to judge its shape by looking at the seams. The collapse should swell to a maximum of 35-40% of the path from the stern. If it is too far, pull up the halyard and watch the project move forward. If luff is too “hard” (i. E. Camber too far), fold back a few inches and keep looking.
If the sail feels tolerant of this treatment, check it again as soon as your boat speeds up. The wind apprentice will now be larger, and the sails may require some adjustment. It is important to do this with the help of your fully open roller reef of Genoa, as well as with a rooted sail.
As the wind rises, continue to strengthen the life until your efforts to maintain a good camber will become fruitless. The sail should now put the boat down if the sailboat and the designer got their sums in order. Change it to a smaller one, which should also be flatter, or roll it up a bit.
Backing your sails back is tight enough, as the wind hardens, it is that the sails can sometimes be set up to be too shallow. Then he will not be able to control the boat in the light air. If the sail looks lifeless, ease the file and sheet if necessary to include the canvas.
Attention to the life of the sail can lead to the fact that the leech will require maintenance. The helix, if installed, is a light piece of fine material sewn into the trailing edge of the sail. It should be soft. far enough to stop beating a leech, and no further. Too much stress causes a hooked leech that is hateful to watch. If the leech is already caught, fold the line until the sail allows you.
The twist headache is mainly determined by the position of the sheets. Most boats have them on the sliders. If your not, the sail should be cut to the position of the fixed wires.
Positions on the sheet are critical. When the coxswain brings the sail a little too close to the wind from a closed or close distance, the life must even lift it all the way up. If the lower part of the paw rises first, the lead is too far ahead, making the leech too tight so that the sail does not spin too much. If the top goes first, there is too much turning, due to the fact that lead is too far. The best position can be found only in the experiment, but luff & # 39; tell-tales & # 39; are a huge help. If you do not have them, install them now. All you need is three 8 (20 cm) lengths of wool pushed through the sails with a sail needle, about 6 inches (15 cm) on the tuff (at 35 feet) and tied on both sides. The windward will always climb right in front of the sailing lifts. If the lee dances, they tell you that they cannot argue that the sails have stalled either due to overheating on reach, or because the man driving the boat, windward, makes her cherish her best course.
Nail formation
As in a headache, the collapse of the nail is strongly controlled by the tension of the life. However, sails on boats with any claim to performance usually also offer a major overhaul. The effect of this will approximate the bottom third of the sailboat. Pull it out to smooth the sails as the breeze fills.
The grotto set behind Genoa will definitely not require a hard recording. This form often leads to the repulsion of the main paw when the vessel is closed. Instead, a soft curve at the stern to a maximum collapse almost in the center of the sail will work well if the boat is equipped with a mast. A more powerful fractional sail should carry its maximum camber a little farther ahead, but still with a flat, soft entrance.
Torsional slide perfectly controlled on a modern yacht. The stress of the larvae, an important element, is determined when working with the main leaf. Using the leg strap (or the kicker, or the boom of the center of the boom), release the juggling sheet tension until the top sailboard is aligned with the boom, if you look directly below it. No need to lie at the bottom of the cab, just a glance.
After you have the twist that you need - and if the sails are well cut, the leech from the main one will now sweetly follow the well-trimmed Genoese - the angle of attack of the grotto can be determined using the main traveler table until the wind is far from the beam. This means that in practice, when you strike or approach, you form a sail with a halyard, a garage, and a sheet, and then trim it with the traveler. If you are far enough away from the wind to lighten the gasket, adjust the kicker to maintain the leech tension when the sheet can no longer feed it.
On a racing boat, a powerful kicker can even be brought close in operation to help smooth out the sails. Such fine tuning is a waste of effort on most cruising grottoes, but the basics should never be neglected. I heard people complaining in the lines “All this dress uniform is meaningless for boys riders. Who cares about the Y node? & # 39; I do it for one. At 6 knots, it costs 6 miles in 24 hours. To be an hour later than you could, you would have lost the tides, causing another three hours delay. It may also be the last straw for a malnourished crew, causing a bad decision in the face of a rising storm that you would otherwise have missed. Or maybe you can get to the store after the stores close.
Whatever the result, in order not to give your boat the best chance of success, this is indecent. You do not need to catch a boat to extract this extra Y-node, but it has been brought to its logical conclusion, 6 miles lost in a 24-hour passage is the best part of two days wasted on an average ocean crossing, although, to be honest, I I have met people who do not click because they like it.
Sail Combinations
Uncontrolled ship often sails exclusively. A single, well-chosen aerodynamic profile mounted on a slightly fixed or un-stopped mast can be formed with great precision and can be remarkably closed. Two notable examples of this truth are the Finnish boat and the North American boat for cats. As yachts become larger, one sail becomes worse for reasons of handling and delivering spars of sufficient size to transport it. Since time immemorial, therefore, swimming plans have been divided.
In addition to the above advantages, split drilling rigs provide two more benefits. Since the individual sails are installed and located in the center of the lateral resistance (CLR), in relation to which the vessel turns effectively, they can be used to balance its steering characteristics. At too low speeds for the steering wheel to be useful, sails can even be used to convince the ship to indicate where you want it to go. Secondly, the slot between the two sails creates a Venturi effect, accelerating the air, which is compressed through it. This increased speed increases the power not only of the installation as a whole, but also of its individual components. Those who doubt that this is happening should stand only in the deck of a yacht, sailing upwind in 15 breeze knots. Tell them to hold their hats. It is a breeze there than they ever believed in a cabin.
As a skipper, you have the balance of the boat installation at your fingertips, and, considering that it is well designed, there are many possibilities for this. The yacht should be light and light to steer, showing a gentle tendency to turn into the wind if left alone with itself. If she has too much grotto and only a small boom, the sloop will want to round off. The result is a weather steering wheel. These tires are unhappy, who should drive as well as slow the movement of the vessel through dragging the steering wheel. On the other hand, a terrible stream, this is a sailor sailor, on a boat which lies too much canvas forward and too little poop.
Whether steering is a condition of disqualification. This makes it difficult to maneuver, steering disorder, and it has a weak effect on the ability of the yacht to sail close to the wind, without making excessive freedom. The touch of a weather rudder holds the steering wheel to a degree or two to the leeward side, which diverts flowing water, enough to help the keel to lift the ship as opposed to lateral forces. Lee booster achieves the opposite effect.
Body balance
In addition to the layout of her sailing plan, the yacht's helmet balance varies depending on how much it surges. As it falls on the leeward side, any tendency toward a rudder weather will increase. Mobility to the windward forms the steering wheel. This makes sense if you think that all equipment is being pushed towards the rig. As the boat boots, the center of the mast and sail forces moves overboard. If you drag the boat across the water with a rope at the end of the beam that has escaped onto its deck, it will try to bounce off this side. The same thing happens with the rig.
Boats with flat sections of medium range, such as those found in many modern cruisers and racers, experience a greater source of slam sources caused by the heel. When they bend, the leeward side of the submerged hull becomes rounded to exaggeration. The weather side is accordingly smoothed. Imbalance creates a weather wheel, which in some cases appears suddenly and uncontrollably above the critical angle of the heel. You need to keep an eye on this in such a vessel, especially if you are swimming in a river in a choppy bottom surrounded by expensive moored yachts.
Cut sail
Speeding up the sail as the wind increases is part of the sailor’s daily life. This is not something to postpone. This process should be as natural as shifting gears in a family car. Not only carrying the right canvas for conditions gives you a drier ride and increases your chances of arriving with the boat in one piece, it keeps the yacht more upright. As we have just discussed, the smaller the boat bobs, the easier it will be at the helm. This gain is facilitated by the fact that the center of effort of a smaller headdress or riffed genoad is moving forward than the center of a larger one. Similarly, a reef in the main-handle moves the leech inside the boom. Sails create less weather helmet than if a yacht spread everything she wore. With a reasonable understanding of the principles of sailing balance in your mind, it is not difficult to reduce your canvas so that the behavior of the boat remains obedient.
It would be unwise to summarize the question of where to start reducing sailing. The boat cruiser sloop, as a rule, sets off by tying one reef to the grotto. This may be followed by one or two changes of the head before heading to the second reef, and so on. Fractional rigger often reduces the size of its head. Ketchu or yaulu also need to be considered, but the principles remain the same.
The years since the mid-1970s have witnessed a rapid rise and general acceptance of patenting systems. The best of those offered for the reel rollers for the head have so far achieved high reliability and are capable of reefing to a moderate degree with a sail, without sacrificing too much sacrifice in shape. Poorer gears produce a dull, grooved sail that looks more like a sack of flour than Genoa number 3. With a canvas laid to the thunderstorm size of an arrow, the result is disgusting. However, all such mechanisms provide an opportunity to instantly adjust the sail area. In the short craft, it sometimes more than makes up for what is lost in the pure performance. However, no boat should go to sea without making at least some measures on the day when the equipment does not work. The most satisfactory answer is a separate forest, which can be installed and to which a storm arrow can be transferred. Indeed, it creates the best of all worlds, because such an arrow will invariably be better than a deeply folded Genoa. It can be used regularly for strong weather.
Currently, there are systems of corrugation of rot, which are the leading rates preceding the old round. roller rifting. This method has never been perfect on the Bermuda installation, although it has remained in use for decades. Безусловно, самый простой и лучший способ рифа - это «рифление», но если вы не можете заставить себя сделать так много усилий, то на мачте и в бум-системах можно купить с полки. Механизмы в мачте весили вес и прибавляли к ужасной сумме буровой установки. Они могут быть или не быть надежными, и парус, построенный для такой установки, вероятно, будет иметь прямую пиявку без планок. На современной установке это выглядит совершенно грустно, и это, безусловно, менее мощно, чем эллиптическая задняя кромка обычного грота. У Spitfire не было этих красивых крыльев, чтобы просто выглядеть красиво.
Варианты рифления грейзеров поэтому подразделяются на три варианта: ролик мачты, ролик inboom или круглой стрелы и традиционное снаряжение для уменьшения паруса в «плитках»; у подножия. Из трех, плита производит, безусловно, лучшую форму паруса; он очень надежный и в любом случае легко ремонтируется в море. Грот длиной до 500 кв. Футов (46 кв. М) легко обрабатываются двумя здоровыми взрослыми и могут иметь дело с односторонним без серьезных неудобств. Чтобы скомпрометировать этот жизненно важный отход от лени или нехватки желудка для того, чтобы промокнуть, мне кажется странным, особенно когда последние полностью избитые гвозди и системы ленивых джек-полов делают работу по укладке детской игры.
Тем не менее, альтернативы роликов имеют место. Они помогают огромным яхтам бегать без многочисленных палубных рук. Они также позволяют пожилым людям или непригодным для продолжения их путешествий, но если эти варианты должны быть выбраны, важно знать об их ограничениях в форме паруса и, возможно, в их ненадежности. В случае неудачи, по крайней мере, система рифления in-boom находится в пределах досягаемости. Кроме того, грот имеет традиционный фал и его всегда можно отбросить. Хотя системы мачты значительно улучшились, они по-прежнему представляют собой общую приверженность надежности механизма. Поездка на мачту в шторме не привлекает никого из нас.
Круизные лотки
Сегодняшние яхты, базирующиеся на Бермудских островах, имеют много в свою пользу, но плыть по ветру в свете и умеренный ход не является одним из них. В идеале этот эндемический дефицит вылечивается с помощью спинакера, но это находится за пределами зоны комфорта многих моряков-крейсеров. Ответ - «крейсерский лоток». Это было разработано из современного асимметричного гоночного спинакера и на самом деле представляет собой легкую, полностью заполненную гену, которая прикрепляется только к липучке, голове и ключу. Он работает в воздухе слишком мягко для многоцелевой генуи и может быть установлен на очень широкой досягаемости без полюса. Парусники будут доставлять их в комплекте с `snuffer '- своего рода рукав, который скатывается над парусом, чудесным образом проливая свой ветер. Это избавляет вас от необходимости использовать такой мощный инструмент. Короче говоря, нисходящий проход в легкой погоде без желоба похож на пресловутый день без солнечного света.
