Sailing using the wind - acting on the screen, wings or kites - to encourage craft on the surface of the water (sailboat, sailboat, windsurfing, or kitesurfer), in < i> ice (iceboat) or in the land (land yacht) above the selected path, which is often part of a larger navigation plan.
The course determined in relation to the correct wind direction is called the point of sailing.
Conventional sailboats can not get power from the screen at sailing points that are too close to the wind. At a certain point of sailing, the sailor adjusts the alignment of each screen by observing the clear wind direction (as felt on the plane) to mobilize wind power. The power transmitted through the screen is opposed by the power of keel, keel, and steering of a sailing ship, by the power of the skate runner of the ice ship, or by the power of the wheels of the sailing ships to enable directing only.
In the 21st century, most voyages represent a form of recreation or sport. Sailing recreation or yachting can be divided into racing and cruising. Cruising can include long trips offshore and across the ocean, coastal sailing within sight, and days.
Until the mid-19th century, sailing boats were the primary means for marine trade, this period known as the Age of Sail.
Video Sailing
Histori
Throughout the history of sailing has been instrumental in the development of civilization, affording humanity greater mobility than traveling on land, whether for trade, transportation or warfare, and the capacity for fishing. The initial representation of a ship beneath the screen appears on a painted disc found in Kuwait between the ages of 5000 and 5500 BC. Polynesian sea pigs travel very far from the open ocean in outrigger canoes using navigation methods such as bar graphs. The advancement of shipping technology from the Middle Ages onwards allowed Arab, Chinese, Indian and European explorers to make further voyages into areas with extreme weather and climatic conditions. There is an increase in screens, poles and ropes; improved marine navigation, including crossbreeding and marine maps and constellations, allowing for more certainty in sea travel. From the 15th century onwards, European ships went farther north, staying longer in Grand Banks and at St. Bay. Lawrence, and finally started exploring the Pacific Northwest and the Western Arctic. Sailing has contributed to many great explorations in the world.
According to Jett, the Egyptians used a beeping pole to support the screen that allowed the reed boat to travel upriver with the next wind, up to 3,500 BC. Such screens evolved into square-screen rigs that survived into the 19th century. Such rigs generally can not sail closer than 80 ° to the wind. Early and rear rigs appear to have evolved in Southeast Asia - an uncertain date - allowing for rigs that can sail as close as 60-75 Â ° from the wind.
Maps Sailing
Physics
The cruising physics arises from the balance of power between the wind that sailed the ship sailing as it passed the screen and the resistance by the sailing ship against the wind, provided in the water by hull, steering, underwater. and other elements from the bottom of the sailboat, on ice by ice boat runners, or on land by a screen-powered terrestrial vehicle wheel.
The forces on the screen depend on the speed and direction of the wind and the speed and direction of the aircraft. The speed of the aircraft at a particular sail point contributes to the "clear wind" - the speed and direction of the wind as measured on the moving craft. The on-screen breeze creates a total aerodynamic force, which can be fixed to drag - a visible windward force component - and lift - the normal force component (90 °) to the visible wind. Depending on the alignment of the screen with the apparent breeze (angle of attack), lift or drag may be the dominant driving force. Depending on the angle of attack of a set of screens with respect to the visible wind, each sail provides a driving force on a sailing vessel either from a flow-dominant flow stream or a separate drag-dominant flow. In addition, screens can interact with each other to create forces that differ from the amount of individual contributions each screen, when used alone.
Real wind speed
The term "speed" refers to speed and direction. As applied to wind, the obvious wind speed ( V A ) is the air velocity acting on the leading edge of the most advanced screen or as it is experienced by instrumentation or crew on moving sailing craft. In nautical terminology, wind velocity is usually expressed in knots and wind angles in degrees. All craft sailing reaches constant forward speed ( V B ) for the given wind speed true ( V T ) and the cruise point . The sailing craft point affects its speed for the correct wind speed. Conventional sailboats can not gain power from winds in the "no-go" zone that is approximately 40 Â ° to 50 Â ° away from the actual wind, depending on the craft. Similarly, the direct wind speed of all conventional sailing vessels is limited to the actual wind speed. As the sailboat sails farther from the wind, the visible wind becomes smaller and the lateral component becomes less; the highest boat speed on the range of the jet. To act like an airfoil, sail on a sailboat further away because the track is far from the wind. As the sailboats sailed farther from the wind, the winds were unmistakably inflated and the speed of the vessels was highest in wider reach. To act like an airfoil, sailing on an ice ship will be blanketed for three cruise points.
Lift and drag on screen
Lift on the screen, acting as airfoil, going in the direction perpendicular to the incident air flow (real wind speed for the sailing head) and is the result of the pressure difference between the wind surface and wind down and depending on angle of attack, sail shape, air density, and visible wind speed. The lift force comes from the average pressure on the surface of the wind from the screen which is higher than the average pressure on the lower side of the wind. This pressure difference appears along with the curved air currents. When air follows a curved path along the side of the wind from the screen, there is a pressure gradient perpendicular to the flow direction with higher pressure on the outside of the curve and lower pressure on the inside. To generate lift, the display must display "angle of attack" between the chord line of the screen and the visible wind speed. The angle of attack is a function of both the craft sailing point and how the screen is adapted to the visible wind.
Since the lift power generated by the screen increases, the drag induced by the lifting, which along with the parasitic barrier forms a total drag , acts in the direction parallel to the incident airflow. This occurs because the angle of attack increases with the jump of the screen or changes of course and causes the lift coefficient to rise to the aerodynamic point along with the lift-induced lift coefficient. At the beginning of the stall, the lift suddenly declines, as does the elevator-induced obstacle. Screens with clear wind behind them (especially going against the wind direction) operate in a stalled state.
Lift and drag are components of the total aerodynamic force on the screen, which are resisted by force in the water (for the boat) or on the traversed surface (for ice boats or sailing ships). The screen acts in two basic modes; under the elevator-dominant mode, the sailing behaves in a way analogous to the wing with the airflow attached to both surfaces; under drag-dominant mode, the screen acts analogously to a parachute with airflow in a separate stream, eddying around the screen.
Lift up domination (wing mode)
The screen allows the advancement of the craft to sail to the wind, thanks to their ability to generate lift (and the ability of craft to withstand the resulting lateral force). Each screen configuration has the lift lift coefficient and operator resistance coefficients, which can be determined experimentally and calculated theoretically. Sailing crafts orientate their sails with a favorable angle of attack between the entry point of the screen and the real wind even though the course is changing. The ability to generate lift is limited by sailing too close to the wind when no effective angle of attack is available to generate lift (causing luffing) and sailing enough from the wind so the screen can not be oriented at a favorable angle of attack to prevent sailing from stalling -the flow with flow separation.
Drag the dominance (parachute mode)
When the sailing vessel is on the track where the angle between the screen and the visible wind (angle of attack) exceeds the maximum lift point, the flow separation occurs. Drag up and lift down with increasing angle of attack as the separation becomes clearer until the screen is perpendicular to the visible wind, when the lift force becomes neglected and drags more dominantly. In addition to the screen used against the wind, spinnakers provide the appropriate area and curvature to sail with a separate stream at the point of the downward, analog to parachute winds, which provides lift and drag.
- Against wind direction with spinnaker
Wind variations with height and time
Wind speed increases with altitude above the surface; at the same time, the wind speed can vary in a short time as the gusts.
The shear wind affects the moving sailing vessel by presenting different wind speeds and directions at different heights along the mast of the ship. Wind shear occurs due to friction over the water surface that slows the flow of air. The ratio of winds on the surface to the wind at altitudes above the surface varies by the law of forces with exponents 0.11-0.13 above the oceans. This means that the wind 5 m/s (10 knots) at a height of 3 m above the water surface is approximately 6 m/s (12 knots) at a height of 15 m above the water level. In a storm-force wind with 40-m/s (78 knots) on the surface, the speed at 15 m will be 49 m/s (? 95 knots). This suggests that screens reaching higher above the surface may be subject to stronger wind forces that move the center of the business on them higher above the surface and increase the moment of heeling. In addition, a clear wind direction moves backwards with altitude above the water, which may require an appropriate twist in the form of a screen to reach an attached stream with altitude.
Crazy can be predicted by the same value that serves as an exponent for wind shear, serves as a strong factor. So, we can expect the blast to be about 1.5 times stronger than the prevailing wind velocity (10-knot wind may spurt up to 15 knots). This, combined with changes in wind direction indicates the extent to which a sailboat must adjust the angle of the screen against the wind blowing on a particular path.
Point of sail
The ability of the ship to sail to obtain power from the wind depends on its sailing point - the direction of travel under the screen in relation to the correct wind direction above the surface. The main points of sailing roughly correspond to the 45 Â ° segment of the circle, beginning with 0 Â ° directly to the wind. For many ships sailing 45 Â ° on both sides of the wind is the "ban zone", where the screen can not mobilize electricity from the wind. Sail on the track as close as possible to the wind - approximately 45 Â ° - called "transported close". At 90 ° of wind, the craft is on the "beam range". At 135 ° wind off, the craft is on a "wide reach". At 180 ° of wind (sailing in the same direction as the wind), a craft "runs against the wind".
At screen points that range from close range to a wide range, the screen functions substantially like a wing, with a lift force that mostly pushes the aircraft. In places sailing from a wide range to the bottom of the wind, the screen acts substantially like a parachute, with the dominant pull pushing the plane. For craft with a bit of front endurance boats and land yachts, this transition goes much further than for sailboats and sailboats.
The wind direction for the screen points always refers to the true wind - the wind felt by the stationary observer. The clear wind - the wind is felt by observers on moving sailing craft - determining the motive power for sailing sailing.
- Sailboats with three cruise points
The wave gives an indication of the direction of the true wind . Pennant (the Canadian flag) gives an indication of a clear wind direction .
Clear wind effect
The actual wind speed ( V T ) is combined with the speed of the sailing vessel ( V B ) to become ( V A ), the air velocity experienced by instrumentation or crew on a moving sailing vessel. The real wind speed gives the motive power to screen at every point of sailing. This varies from the actual wind speed of a craft that stops at the iron in the no-go zone being faster than the actual wind speed because the speed of the sailing vessel increases the actual wind speed in range, to decrease to zero, as cruise ships die off against the direction wind.
- The effect of the wind that appears on the sailboat at three cruise points
Craft sailing A nearby. The sailing craft B is within range of the beam. Craft sailing C is within reach The speed of the boat (black) produces the same and opposite (not shown) wind components, which adds the actual wind to a distinct wind.
The speed of the sailboat through water is limited by the resistance generated from the hull's hull in the water. Ice boats usually have the lowest resistance to the forward movement of any sailing craft. As a result, the sailboats experience more clear wind angles than an ice boat, whose speed is usually large enough to have clear winds coming from several degrees to one side of the track, requiring sailing with a deep tarp screen for most points of the screen. On conventional sailboats, the screen is set to make lifts for sailing points where it is possible to align the leading edge of the screen with a clear wind.
For sailboats, the point of sail affects the lateral forces significantly. The higher the boat points to the wind below the screen, the stronger the lateral force, which requires resistance from the hull or other underwater foils, including daggerboard, centerboard, skeg and rudder. The lateral force also induces the movement of the sailboat, which requires heavy fighting of the weights of the crew or the boat itself and by the shape of the boat, especially with the catamaran. When the boat shows the wind, the lateral force and force required to hold it become less important. On ice ships, lateral forces are opposed by the lateral resistance of the blades on the ice and their spacing apart, which generally prevents heeling.
Courses at the bottom of the screen
Wind and currents are important factors to be planned for both offshore and shore shipping. Predicting wind availability, strength and direction is the key to using its strength along the desired path. Sea currents, currents and stream currents can deflect sailing vessels from the desired path.
If the desired path is within the no-fly zone, then the sailboat must follow the zigzag route to the wind to reach its waypoint or destination. Against wind direction, certain high-performance sailing craft can reach destinations faster by following the zig-zag route across a wide range of reaches.
Negotiating obstacles or channels may also require a direction of change with respect to wind, which necessitates changing tactics with the wind on the opposite side of the plane, than before.
Changing a nail is called nailing when the wind crosses the airplane when it spins and jibing (or gybing ) if the wind passes the stern.
Wind and current
The wind and ocean currents are both the result of the sun that lights their respective fluid media. The wind gives power to sailing ships and the ocean carries the craft on its tracks, because currents can change the direction of ships sailing in the sea or river.
- Wind - On a global scale, ships making long voyages must take into account atmospheric circulation, which causes wind zones, easterlies, trade winds and high pressure zones with light winds, sometimes called the horses' horses, in between. Sailors predict wind direction and strength with knowledge of high and low pressure areas, and weather fronts that accompany them. Along the coastal areas, seafarers are at loggerheads with diurnal changes in wind direction - flowing from the beach at night and to the beach during the day. Temporary local wind shifts are called elevators , as they increase the ability of sailing boats to go along the
line towards the next point of the road. Unfavorable wind shifts are called headers . - Flow - On a global scale, ships that make long voyages must take into account the circulation of major ocean currents. Large ocean currents, such as the Gulf Stream in the Atlantic Ocean and the Kuroshio Current in the Pacific Ocean, require planning for the effects they will have on transit shipping lanes. Similarly, tidal flows affect the vessel path, especially in areas with large tidal ranges, such as the Bay of Fundy or along Southeast Alaska, or where currents flow through the strait, such as the Deception Pass in Puget Sound. Mariners use current pairs and tables to inform their navigation. Before the advent of the motor, it was advantageous for sailing ships to enter or leave the port or pass through the strait with the tide.
upwind
A sailboat can sail somewhere outside its no-fly zone. If the next direction or destination is within the arc determined by the no-fly zone from the current plane position, it must perform a series of attacking maneuvers to get there on a dog-footed route, called hitting to the wind . Progress along that route is called well-made ; the velocity between the starting and ending points of the route is called a good made speed and is calculated by the distance between two points, divided by the travel time. The boundary line to the point of the road that allows the ship to sail to leave it under the wind is called layline . While some marine-powered cruise ships can sail as close as 30 Â ° to the wind, most of the 20th Century Century missiles are limited to 60 Â ° from the wind. The front and rear rigs are designed to operate with the winds on both sides, while the square and kite rigs are designed to get the wind coming from one side of the screen only.
Due to the lateral high wind force on sailing vessels, transported close and beaten to the wind, the strength of water that fights around boats, boards, rudders and other is also the highest to reduce leniency - the ship is sliding down its wind. Of course. Ice boats and ground yachts minimize lateral movement with sideways resistance from their knives or wheels.
- Overcome and hit the wind
Replacing nails with nail
Hacking or happening is a maneuver in which a sailing ship rotates its bow in and through the wind (called the "wind") so that the wind changes from one side to the other, enabling progress on opposite tactics. The type of sailing rig determines the procedures and constraints to achieve tacking maneuvers. Front and rear rigs allow their screens to hang limp as they move; the square rig should show the full frontal area from screen to wind, when changing from side to side; and windsurfers have fully flexible spinning and rotating poles that can be flipped from side to side.
- Fore-and-back rig - A front and rear rig allows the wind to flow past the screen, as the aircraft passes through the wind. A modern rig revolves around a live or pole, while this is the case. For a jib, an old wind sheet is released as the plane moves through the wind and wind sheets to the west are tightened as new underwater sheets to allow the screen to draw in the wind. The main screen often stands alone and slides on the traveler to the opposite side. On certain rigs, such as lateens and luggers, the screen may be partially lowered to bring it to the opposite side.
- Square rigs - Unlike the front and rear rigs, square-shaped sailing ships should be presented appropriately to the wind and thereby impede forward motion as they rotate through a substation through a wind controlled by a rigging walk on a ship , using braces - adjusting the front and rear angle of each footing around the pole - and the sheets attached to the clews (lower corners) of each screen to control the screen angle to the wind. The procedure is to convert the vessel to the wind with the rear and rear spinal screen (spinned ), pulled up to the wind to help change the ship through the wind. Once the ship arrives, all the screens are adjusted to align with the new tactics. Because the square-rigger pole is stronger to hold back from behind than from the front, tacking is a dangerous procedure in high winds. The ship may lose its momentum forward (being trapped in stays ) and rigging can fail because the wind comes from the front. Under these conditions, the choice may be to take a ship - to bend away from the wind and around 240 ° to the next tactic (60 ° from the wind).
- Windsurfer rig - Sailors wind surfing by walking to the front of the mast and letting the swing sail to the wind as the board moves through the wind; once on the opposite tack, the sailor swaddled sailing on new tactics. In high winds on a small board, the choice is a fast tack, where the board turns to wind at a planned speed when the sailor passes in front of a flexibly mounted pole and grabs the boom on the opposite side and continues to plan tactics new.
- Kitesurfer rig - When replacing the tack, the kitesurfer rotates the end-for-end kite to align with a clear new wind direction. Overpass is designed for exclusive use when planning; many of which ended up double to allow for an immediate change of course in the opposite direction.
against the wind
A sailboat can travel directly to the wind only at a speed less than the wind speed. However, various sailing craft can reach wind speeds against higher winds made well by traveling on a wide range of ranges, punctuated by jibes between the two. This is true ice boat and sand yacht. Above the water was explored by sailboats, started in 1975, and now extends to high-performance boats, catamarans and thwart sailboats.
Navigating channels or courses against winds between barriers may require a change of direction requiring a change of tactics, which is achieved with a slap.
Changing tactics with jibing
Jibing is a shipping maneuvering through which a sailboat changes its stern through the winds so that the apparent wind changes from one side to the other, enabling progress on opposite tactics. As with tacking, the type of sailing rig determines the procedures and constraints for jibing. Front and rear screen with boom, gaffs or sprits are unstable when they point to the wind and must be controlled to avoid violent changes to the other side; Square rigs as they present a full area of ​​the screen to the wind from behind undergoing a slight change of operation from one tactic to another; and the windsurfing again has poles that are flexibly rotating and spinning completely that are flipped from side to side.
- Fore-and-back Rigs - The front and back screens are set to wind on one side for specific tactics. When the wind changes at the stern and reaches the other side of the screen, the screen may be blown to the other side suddenly - unless it is protected by another screen toward the wind. If the screen is supported with boom, gaff or sprit, the changes may be hard - unless the sheets are tight - when the screen is thrown to the other side. For a jib, the old underwritten sheets are loosened when the stern rotates through the wind and the old wind sheets are fastened as new underwater sheets to allow the screen to draw the wind. A jib is usually protected by the main screen in this process. The main sheets are tightened to restrict sudden movement from one side to the other and then decrease, after the boat safely to the opposite tack. In smaller craft, the boom can be controlled by hand.
- Spinnaker - Some sailboats use a symmetrical spinnaker - a three-sided, parachute-like parachute screen - out of the wind. The lower lower angle of the spinnaker attached to the horizontal pole, coming from the pole to the bottom corner of the screen - is controlled by a line, called a man - and the other lower angle is attached to a line that serves as a sheet. When jibing, the pole is disconnected from the pole and affixed to the opposite bottom corner. Once established in a new tactic, the pole end of the screen connects to the pole as a former man into a new sheet and the previous sheet becomes a novice. For high-performing craft with asymmetrical spinnaker attached to the sprit arc, the screen is transmitted in a manner similar to jib.
- Square rig - As with wind direction changes of course, the screen on the square rigger is adjusted to the rigging of the ship, using braces. Only jibs, staysails and spankers need to be voiced, as in the front and rear rigs.
- Windsurfer rig - When windsurfers sailor jibe, they use one of two techniques, carving jibe and duck jibe . The engraving jibe allows the screen to spin away from the wind as the board rotates with the wind passing through the stern. Duck ducks start at the range of rays and sailors push the screen toward the wind and pass through the back end of the boom to the other side, "ducking" underneath.
- Kitesurfer rig - When switching tactics while in range, another kitesurfer spins the kite to harmonize with the new wind visible as the board changes direction with the stern through the wind while planning.
Cutting screen
The most basic control of the screen consists of setting the angle relative to the wind. The control line completing this is called "sheet." If the sheet is too loose the screen will flap in the wind, an event called "luffing." Optimal sailing angles can be approximated by pulling the sheet just as far as making the luffing lift, or by using tell-tails - small bands or threads attached to each side of the screen that both drain horizontally to show the screen is being trimmed correctly. Smoother controls adjust the overall shape of the screen.
Two or more screens are often combined to maximize the smooth flow of air. The screen is adjusted to create a smooth laminar flow over the surface of the screen. This is called the "slot effect". The composite display matches the imaginary aerofoil line, so the most advanced screen fits better with the wind, while the more elongated screen more closely matches the path followed. The combined efficiency of this sailing plan is greater than the number of each screen used separately.
More detailed aspects include special controls on screen form, for example:
- crash, or reduce screen area with stronger wind
- change the shape of the screen to make it flat in high winds
- sweep the pole as you walk against the wind (tilt the screen toward the back, it becomes more stable)
- provides a screen twist to account for the difference in wind speed and spill the excess wind in tight conditions
- grin or lower screen
Reducing the screen (reef)
The important safety aspect of sailing is to adjust the number of screens to suit the wind conditions. As wind speed increases, the crew should further reduce the number of screens. On a small boat with only jib and mainsail, this is done by flying the jib and by lowering most of the main screen, a process called 'sowing the main rock'.
Reef means reducing the screen area without actually changing it for smaller screens. Ideally, the reef will not only produce a reduced sailing area but also in the lower center of the screen, reducing the moment of attack and keeping the boat taller.
There are three common methods for navigating the main screen:
- Reefing slab, which involves a screen decline of about a quarter to a third of its length and tightens the bottom of the screen using outhaul or pre-loaded coral lines through cringle in the new clew, and hooks through cringle on new tactics.
- In-mast (or in-pole) roller-reefing. This method scrolls the screen around the vertical foil either inside the slot on the mast, or affixed outside the mast of the ship. This requires the main screen without battens, or newly developed vertical bevels.
- Grinding roller boom, with horizontal foil inside the boom. This method allows for standard horizontal battens or full-length.
The main screen scrolling systems have become increasingly popular on cruise ships, as they can be operated power shortages and from the cockpit, in many cases. However, the screen can get stuck on a pole or boom slot if it is not operated properly. Mainsail furling is almost never used during races because it produces less efficient sailing profiles. The classical slab-reefing method is the most widely used. Mainsail furling has additional disadvantages due to complicated teeth that can increase weight. However, as boat sizes increase, the benefits of embroidery rollers increase dramatically.
An old saying goes, "Once you realize it's time for the reef, it's too late." The likes say, "The time for the reef is when you first think about it."
Hull trim
Hull trim is a ship loading adjustment so it changes its attitude in the water. In a small boat, it's done by positioning the crew. On larger boats, the weight of a person has less effect on the hull of the ship, but can be adjusted by shifting gears, fuels, water, or supplies. Different stomach hull attempts are required for different types of boats and different conditions. Here are just a few examples: In lightweight racing cars like the Thistle, the stomach should be flat, on a water line designed for best performance in all conditions. In many small boats, too much weight behind can cause dragging by drowning transom, especially in mild to moderate winds. Weighing too far forward can cause the bow to dig into the waves. In high winds, the boat with its bow is too low may be reversed by racing forward on its bow (pile) or dive under the waves (submarine). When running in high winds, troops on the screen tend to move the boat bow, so the weight of the crew is moved away from behind.
Heeling
When a ship or boat leans to one side, from wave action or from centrifugal force from turns or under wind pressure or from the number of open tops, it is said 'heel'. A sailing ship that is smuggled too many and therefore dashed over, can sail less efficiently. This is due to factors such as wind gusts, crew capability, sailing point, or hull size & amp; Design.
When a ship is subject to heeling power (such as wind pressure), buoyancy of ship & amp; gastric emissions will counteract the heeling power. A weighted balance provides additional means to repair the boat. In some high-performance racing yachts, water ballast or canting keel angles can be altered to provide additional strength to counter heel. The crew can move their personal loads to the high side of the boat (upwind), this is called hiking , which also alters the center of gravity & amp; produces an adjusting lever to reduce the heel level. Incident benefits include faster ship speed caused by more efficient actions of hull & amp; screen. Other options for reducing interference include reducing open screen area & amp; efficiency of display settings & amp; The hiking variant is called "trapezing". This can only be done if the ship is designed for this, as in sailing boats. A sailor can (usually unconsciously) try to turn the wind in a blast (this is known as rounding ). This can cause difficulties in controlling the ship if it is too much investigated. The wind can spill from the screen by 'vomiting', or loosening it. The number of screens, sizes and shapes can be changed. Raising sidewalks can reduce speed by allowing more leeway.
The more asymmetrical undersea form of the stomach corresponding to the increase in the heel angle can produce a revolving force that turns into wind. The screen business center will also increase the effect or twisting power on the ship's movement due to the increasing effect of the lever with improved heel which shows itself as an increase in the human effort required to steer the straight path. Improved healing reduces the open screen area relative to the wind direction, leading to an equilibrium state. Because more heat causes more heels, weather helmets may be experienced. This condition has a braking effect on the ship but it has a security effect because the ship that is too hard will try and turn into wind, therefore, reducing the power on the screen. Small amounts (<= 5 degrees) of the weather helmets are generally considered desirable due to the aerofoil lifting effect due to steering. This aerofoil elevator produces motion helps to wind & amp; the corollary of the reason why lee helmet is dangerous. Lee's helmet, the opposite of the weather helmet, is generally considered dangerous because the ship is turned away from the wind when the steering is released, thus increasing the power on the screen when the steering is not in control.
Effects of hull shape and underwater layer
Sailing boats with one hull are "monohulls", those with two are "catamarans", those with three are "trimarans". A boat is deflected by the steering wheel, which itself is controlled by the steering wheel or wheel, while at the same time adjusting the display angle on the screen. Smaller sailing ships often have a stabilized, can be raised, so-called centralized fins, daggerboard, or leeboard; Larger sailboats have a fixed keel (or sometimes canting). As a general rule, the first is called dinghies, the last submarine. However, until the Adoption of Racing Rules of Sailing, vessels that compete beneath the screens are considered to be cruise ships, be they multi-ship vessels controlled by ships (such as sailing vessels), a display boards (more commonly referred to as sailboats). windsurfer) or a remote control boat, or whatever in between. (See Dinghy sailing.)
Multihulls use flotation and/or weight that are placed away from the centerline of the sailboat to counter the force of the wind. This is in contrast to heavy weights that can reach up to 90% (in extreme cases like AC boats) from monohull sailboat weight. In the case of standard catamaran, there are two similarly slim and shaped hulls connected to the beam, which are sometimes covered by the deck superstructure. Another catamaran variation is proa. In the case of trimarans, which have a non-carrying central hull similar to a monohull, the two smaller ones lie parallel to the central hull to withstand the sideways force. The advantage of multihulled sailboats is that they do not suffer performance penalties because they have to carry heavy weights, and their relatively lower draft reduces the amount of drag, caused by friction and inertia when moving through water.
One of the most common boat hulls in the world is the Laser Hull. It was designed by Bruce Kirby in 1969 and was unveiled at the New York boat show (1971). It's designed with speed and simplicity in mind. This laser has a length of 13 feet 10.5 inches and a water line of 12.5 feet and 76 square feet (7.1 m 2 ) from the screen.
Effects of type and plan sail
Traditional modern cruises are technically called "Bermuda sloop" (sometimes "Bermuda shuffled"). A lifeboat is a boat that has a single pole and is usually a single head (generally jib) next to the main screen (Bermuda rig but c.f. Friendship sloop). Cutters (boats) also have a single pole, mounted farther than a lifeboat and more than one head. In addition, the motorized ships in Bermuda have only one screen behind the mast of the ship. Other types of small boats are sloops and sloops belated. The cheating trap has the main feature of a rectangle with a pole (small explosion) on the top edge ("head" of the screen). The fraudulent ships may also have another screen, called the topsail, above the pole. Lateen sloops have triangular screens with an upper edge attached to a pole, and a bottom edge attached to the boom, and booms and gaffs attached to each other through some kind of hinge. It is also possible to sloop into a rigged square (having a large square screen like the Napoleonic Wars era of the line). Note that the "lifeboat", in the sense of the navy, may have more than one pole, and is not really lifeboat by modern meaning.
If a boat has two poles, it may be schooner, kecok, or yawl, if it is mounted in front of all the poles. A schooner may have a number of poles provided both from the front are the highest (called "main pole"). Both in ketch and yawl, the most important pole is the highest, and thus the main pole, while the back pole is shorter, and is called the mizzen pole. The difference between ketch and yawl is that in ketch, a mizzen pole advances from rudderpost (axis rotation for steering), while yawl has a mizzen pole behind rudderpost. In modern language, brigantine is a ship whose carrier is lined with square sails, while the pole after beam is mounted front and back. One brig is a vessel with two square rigged poles.
When a person goes into three or more poles, the number of combinations increases and one gets barque, barquentines, and full ships.
Spinnaker is a large and full screen that is only used when sailing from the wind either reaching or against the wind direction, to capture the maximum amount of wind.
Folio stiff
With modern technology, the "wings", which are rigid screens, can be used instead of fabric screens. An example is the Catamaran International C-Class Championship and the USA 17 yacht that won the 2010 American Cup. Such stiff screens are usually made of thin plastic cloth strung over the frame. See also the AC72 wing catamaran that competes in the 2013 United States Cup.
Alternative wind power generator
Some non-traditional rigs capture energy from the wind in different ways and are able to do things that traditional rigs do not, like sailing directly to the wind. One example is a wind turbine boat, also called a windmill boat, which uses a large windmill to extract energy from the wind, and a propeller to convert this energy to continue the hull movement of the ship. A similar design, called an autogyro boat, uses a wind turbine without propellers, and works in a manner similar to a normal screen. Newer development (2010) is a train that uses a wheel that is connected to a propeller to "sail" toward a dead wind at speeds exceeding wind speed.
Kite and spar spin
Several sailing boats are driven by kites, as do kitesurfing, which uses tethered airfoils. Others use airfoils in spinning spins, such as windsurfing. Both forms of shipping can use airfoil in a way that gives upward strength, as well as a propulsive one, when the sailor controls the airfoil on a planing board with skeg.
Terminology
Nautical term for ship elements: right (right), port or lontar (left side), front or front (front), back or rear (back), bow (front of hull), stern (back of hull), beam ( the widest part). Spars, supporting screens, including pole, boom, yard, gaffs and pole.
Ropes and lines
In many cases,
The lines (usually steel cables) that support stationary poles and are collectively known as rigging stands on ships, and individually as shrouds or fixed. Keep moving forward from pole to bow is called forestay or headstay . Keep walking stern is backstays or after stay.
The moving lines that control the screen or other equipment are known collectively as rigging walks of the ship. The line that lifts the screen is called halyards while those who attack them are called downhaul . The line that adjusts (crop) the screen is called sheets . These are often called using screen names they control (such as main sheets , or sheets ). Trim screens can also be controlled with smaller lines attached to the front of the boom like cunningham; the line used to hold the boom down is called vang , or kicker in the UK. A topping lift is used to withstand a boom due to the lack of screen voltage. Guys is used to control the other end of spar like a spinnaker pole.
The path used to bind the boat when it's called is called docklines , install cable or mooring warps . In dinghies, the single line of the arc is referred to as the painter . A rode is what attaches the ship anchored to the anchor. Can be made of chains, ropes, or a combination of both.
Some lines are referred to as strings:
- bell rope (to ring the bell),
- bolt strap (attached to the edges of the screen for extra strength),
- footwear (for seafarers on square riggers to stand whilst swinging or circling the screen), and
- anchor rope (temporarily holding a baby and keeping the boat on track).
Other terms
The wall is called a bulkhead or ceiling , while the surface called the ceiling on land is called overhead or deck . The floor is called sol or deck . The toilet is traditionally called head , the kitchen is kitchen . When the line is tied, this can be called as made quickly or belayed. The screens in different sail plans have names that do not change. For naming the screen, see the sailing plan.
Knots and line handling
The bonding and bonding, as well as the handling of ropes and lines in general, is fundamental to the art of sailing. The basic 'Start Yachting' syllabus Rya lists the following nodes and hitches:
- the number of eight vertices - stopper node to prevent the end of the line from passing through the aperture.
- lap round and two half hitches - to secure the end of the rope to a fixed object.
- bowline - to form a fixed loop at the end of the rope, e.g. to tie the halyard to the screen head or to tie the jib sheet to a jib.
It also lists secure lines around cleats and the use of winch and jamming winches.
RYA Employee Competency Syllabus adds the following to the list above, as well as knowledge of the correct use of each:
- clove cloves - to secure the path that runs along a series of posts.
- rolling hurdles - to install a plug to loosen the tension on a sheet.
- the coral node - to combine the two ends of a single line to bind the object.
- single and double sheet bends - to combine two lines with different diameters.
In addition, it takes a competent crew member to understand 'take a turn' around the cleats and to be able to create a safe line. Lines and halyards need to be rolled neatly for storage and reuse. The dock lines should be thrown and handled safely and correctly when it comes along, to the buoy, and when anchored, as well as when to release and start walking.
Rules and regulations
Every ship in coastal and offshore waters is subject to International Regulations to Prevent Sea Collision (COLREGS). In inland waters and lakes, other similar regulations, such as CEVNI in Europe, may apply. In some shipping events, such as the Olympics, held in closed courses where no other boats are allowed, special racing rules such as the Race Shipping Rules (RRS) may apply. Often, in racing clubs, certain club racing rules may be based on RRS, possibly superimposed to more general rules such as COLREGS or CEVNI.
In general, regardless of its activity, every sailor should
- Keep the correct search all the time
- Adjust the speed to match the condition
- Find out whether to 'stand up' or 'give way' in close-up situations.
Standing vents should hold a steady path and speed but be prepared to take late avoidance measures to prevent actual collisions if other boats do not do it on time. Ships giving should take initial precautions, positive and clear, without crossing the front of the other vessels. (Rule 16-17)
- If the approaching vessel remains in a stable position, and its range decreases, then a collision may occur. (Rule 7) This can be checked with a handheld compass.
- The ship sailing on the nail of the harbor gives way to the ship sailing to the right of the ship (Rule 12)
- If both sailing vessels are in the same tactic, the boat toward the wind gives way to the underworld (Rule 12)
- If a ship with a harbor stake can not determine the tactics of another ship, it must prepare to give way (Rule 12)
- An overtaking vessel must keep a distance from the vessel being taken over (Rule 13)
- Sailing vessels must give way to fishing vessels, which are not under command, restricted in their ability to maneuver and should avoid blocking the safe travel of ships bounded by their design. (Rule 18)
COLREGS goes on to describe the lights to be shown by the ship that is running at night or in limited visibility. Specifically, for sailboats, red and green sidelights and white sternlight are required, although for ships under 7 meters (23.0 ft) in length, these can be replaced with torches or all-white lanterns. (Rule 22 & amp; 25)
Seafarers are requested to not only pay attention to the requirements for their own ships, but from all lights, shapes and other flags that other ships can show, such as fishing, pulling, dredging, diving etc., as well as sound signals that can be made within limited visibility and at close range, so they can make decisions under COLREGS at the right time, if required. (Rule 32-37)
In addition to COLREGS, CEVNI and/or special racing rules applicable to sailboats, there are also
- The IALA International Association for the standard Lighthouse authorities for lateral signs, lights, signals, and buoyages and rules designed to support safe navigation.
- The SOLAS Regulation (International Convention for the Safety of Marine Life), especially Chapter V, which became mandatory for all cruise ship users from the sea from 1 July 2002. This regulation places obligations on the safety of owners and operators of every boat including sailboats. They specify the required safety equipment, emergency procedures to be used in accordance with the size of the vessel and its sailing range, and requirements for weather planning and safety related trips.
License
Licensing rules vary widely around the world. While boating in international waters does not require any license, a license may be required to operate ships in coastal waters or inland waters. Some jurisdictions require licenses when certain sizes are exceeded (eg, 20 meters long), others require only a license to drive passenger ships, ferries or tugboats. For example, the EU issued the International Competence Certificate, which is necessary to operate the pleasure craft in most of the waterways within the union. The United States, by contrast, has no license, but instead has a voluntary certification organization such as the American Sailing Association. These US certificates are often required to rent ships, but are not required by federal or state law.
Competition
Sailboats generally fit into one of two categories:
Introduction
Sailing is a diverse sport with many peaks from the Olympics to many world championship titles for development-based campaigns for the American Cup to round the world races like the Vendee Globe and Volvo Ocean Race.
Racing sailboats range from one boatman to a big boat with 10 crew or more and from a small boat costing several thousand dollars to a multi-million dollar American Cup campaign. The cost to take part in a large upscale boat competition makes this type of cruise one of the most expensive sports in the world. However, there are cheaper ways to engage in sailboat racing, such as in community shipping clubs, classes offered by local leisure organizations and in some inexpensive small boats and small catamaran classes. With this condition, sailboat racing can be comparable or cheaper than sports like golf and skiing. Racecourse is one of the few sports where people of all ages and genders can regularly compete with and against each other.
Sports sailboat racing is governed by World Sailing with most racing formats using Racing Rules of Sailing.
Competition Criteria
Sailing Regattas contain events defined by combinations of categories of disciplines, equipment, gender and seafarers.
- Tools
Common equipment categories include dinghies, multihulls, sailing boats, windsurfers yachts, kiteboarding and radio controlled sailboats.
- Discipline
Here is the main discipline:
- Fleet Racing - The most common form of competitive voyages involving racing boats around the lane.
- Racing Match - Two identical boats race against each other. This is a one-on-one duel requires strategy and tactics. The first crossed the winning finish line.
- The Racing Team - Two teams each from the usual three boats compete with each other. Fast race depends on excellent boat handling skills and quick tactical decision making.
- Speed ​​â € <â €
- Wave Riding
- Wind surfing and kiteboarding are experimenting with the new format.
- Gender
The majority of shipping events are "open" events in which men and women compete along with equal terms either as individuals or parts of teams. Sailing has had only Women's World Championships since 1970 to encourage participation and now hosts more than 30 such World Championships titles every year. While many mixed gender crew have competed in open-ended mandatory gender events now included as an event in both the Olympic Games (Nacra 17) and Paralympic (SKUD 18).
- Sailor Category
In addition, the following categories are sometimes applied to events:
- Age
- Citizenship
- Disabled Classification
- Professional Seaman Classification
Regatta
Most sailboats and yacht races are conducted in coastal or inland waters. However, in terms of endurance and risk to life, marine races such as Volvo Ocean Race, VELUX 5 Oceans Race solo, and non-stop e-solo Vendors, rate some of the most extreme and dangerous sporting events. Not only are participants competing for days with little rest, but unexpected storms, single equipment failures, or collisions with ice clumps can result in sailboats being handicapped or drowned hundreds or thousands of miles from search and rescue.
Tools
- HandicapÃ,
- Where boats of various types sail against each other and are judged by their calculated handicap either before beginning or after completion. The smallest boat races are class racing or defective racing under Portsmouth Yardstick. But most of the cruise races performed under the defect of two internationally recognized systems are IRC, ORC Club, and ORCi used for top events (eg Fastnet Race, Commodore's Cup, Yacht Race from Sydney to Hobart, Bermuda Race, etc..) Other empirical leap systems are also popular eg Handicap Racing Fleet (PHRF) very common in USA
- Class
- Where all ships are substantially similar, and the first ship to finish win.
Class racing can be subdivided into classes that are controlled and controlled by the manufacturer.
The producer-controlled classes strictly control the production and sourcing of equipment. (eg 29er, Laser, Farr 40, Feva Hospital, Soling, etc.)
However, it is a class of controlled measurements that offer diversity in equipment. Some classes use measurement controls to tightly control the boats as much as the manufacturer's class (for example, 470, Contender, Star, etc.)
At the other end of the extreme is a development class that freely enables development within a defined framework. This is the most common formulas such as meter classes or box rules that define key criteria such as maximum length, minimum weight, and maximum screen area. (eg moths, A Catamaran Class, TP 52, and IMOCA 60.
Recreation cruise
Sailing for fun can involve short trips across the bay, daytime sailing, coastal sailing, and more extensive offshore exploration or 'blue waters'. This trip can be done alone or the ship can be manned by a family or a group of friends. Sailing ships can continue on their own, or become part of the fleet with similar minded travelers. Sailboats can be operated by their owners, who often also get pleasure from maintaining and modifying their craft according to their needs and tastes, or can be hired for special trips or voyages. A professional captain and even a crew can be hired along with a boat in some cases. People use cruise ships where they compete and 'learn the ropes' on ships like tall ships, classic sailboats and restored boats.
A few days or longer trekking can involve a deep immersion in the areas of logistics, navigation, meteorology, geography and local history, knowledge of fish, sailing knowledge, general psychological handling, and coincidence. Once the vessel is acquired, it is not too expensive, often much cheaper than a regular holiday on land. It naturally develops independence, responsibility, economy, and many other useful skills. In addition to improving sailing skills, all other normal needs of everyday life must also be addressed. There is a work role that everyone in the family can do to help contribute to a fun outdoor adventure for all.
A casual beach shipping style called gunkholing is a popular summer family recreation activity. It consists of taking a series of day screens to get out of the way places and anchored overnight while enjoying activities such as exploring remote islands, swimming, fishing, etc. Many of the local waters in rivers, bays, sounds, and coastlines can be great nature. cruising range for this sail recreation type. A relaxing sailing trip with friends and family can be a lifelong bonding experience.
Passagemaking
Long-distance shipping, such as across the ocean and between distant ports, can be considered an almost absolute province of sailboats. Most 25-55 feet modern yachts, driven only by power stations, can not carry enough fuel for point-to-point shipping even 250-500 miles without the need to supply; but a well-prepared sailboat with the same length is theoretically capable of sailing wherever its crew is willing to guide it. Even considering that the cost benefits are offset by a much reduced cruising speed, many people traveling long distances in small boats come to appreciate a more relaxed pace and increase the time spent on the water.
Since Joshua Slocum's solo journey in the 1890s, long-distance shipping under the screens has inspired thousands of normal people to explore the oceans and horizons
Source of the article : Wikipedia
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