Residents of the French town of Duardene, with few exceptions, are in one way or another connected with the sea, fish processing, and ship repair. They were especially interested in “Saint Nicholas,” built according to ancient drawings in Petrozavodsk. Local specialists watched with great curiosity as, before their eyes, Karelian craftsmen sewed a fishing boat from brought homemade materials. And during the drying, we ourselves witnessed how the Bretons eliminated the leak of a wooden hull.
None of us had ever had to stand on dry land before, that is, on the bottom of coastal shallow water exposed at low tide. You can work on the site only until the tide begins - a little more than three hours. On that day, the height of the full water reached 4 m. When the tide began to ebb at six in the morning, the yacht was already moored with longitudinal springs and clamping ends to the stone wall above the drying area.
From the top of the main mast to the eyelet in the center of the green coastal lawn, the kernel halyard was carried and secured. All available fenders were hung on the starboard side. We did everything that the Breton, appointed by the captain of the port to the role of chief of drainage, ordered. The water subsided quite quickly. Fitting the ends, we waited for the yacht to touch the concrete with its false flange.
Shortly before this moment, the spinnaker halyard was slightly tightened so that “Flora” received a slight list and seemed to lean against the wall. Then from the shore it was ordered to secure the spinnaker halyard with tight hoists of a strong end around the mast and a powerful gangway bracket embedded in the wall.
The crew was obliged to leave the yacht and not go down on it unless absolutely necessary. Despite the early hour, the first on the concrete platform were the young offspring of fishermen. The naked miners, moving around the site in waist-deep water, extracted small sea creatures from it with nets.
We followed them - we sank into the water and began to look for “tears” from the bilge water flowing out of the grooves on the underwater part of the yacht. There were fewer “tears” than expected. Possible leak locations were outlined with a felt-tip pen. Then they unscrewed the drain plug, drained the hold, and the two young Bretons got to work. We cut down some wood at the bottom of the tongue-and-groove belt and, while still wet, cut a strip into the cutting using sealant and screws.
Two more small veneer patches of caulk and nails appeared on the stern valance. And the main thing useful time the time spent on drying was spent on sealing the thinnest cracks in the junction of the sternpost with the counter timber... with natural lamb fat (such fat in our markets is called interior fat).
The Bretons alternately drilled two large-diameter holes in the wood and, using ground-in wooden “pistons,” began to send this stuffing through them to the junction of the beams: the lard was hammered in like wads into an old pistol, with the only difference being that a sledgehammer was used in the work.
When assessing geometric characteristics A sail may find that its profile and fullness are not suitable for the wind conditions in which the sail is intended to be used, or that it is not suitable for a mast of a certain stiffness or for a given crew having a certain weight. In such cases, it is necessary to determine the direction of work to correct the sail and evaluate the quantitative characteristics of the necessary changes. Besides personal experience, a guide in this matter can be a comparison of the geometry of the sail and its individual panels with the sail that gives the maximum effect under given conditions.
If the sail is too flat or, conversely, too full, then most often, to correct it, you have to rip out the profiled panels at the seams and cut them along the curved edges. Then you need to sew the opened seams and make adjustments to the size and configuration of the sickle along the luff.
In this case, some addition of material may be required (replacing one profiled panel with a wider one) in order to compensate for the reduction in the linear dimensions of the sail in height. Often it is necessary to correct the profile of the sail in only one part of it, for example, to make it flatter at the top.
In this case, the profiled panels and sickle are corrected only in this area, without affecting the rest of the sail area. Particular attention should be paid to the case when a local defect in the mainsail is caused by a mismatch between the bending characteristics of the mast and the sickle along the luff. To solve this problem, it is necessary to find out what is more appropriate - replacing the mast or altering the sail.
Sometimes during operation the maximum depth of the profile moves towards the luff, and the sail loses efficiency. This defect can be corrected by opening the seams of the profiled panels in the rear half of the sail and reducing the curvature of the panel edges in this area. The same is done with a sail that is too full near the luff. One of the most common mainsail defects is:
Weak luff.
Which manifests itself in its vibration in strong winds and the edge of the sail falling off into the wind in extreme conditions. The reasons for these phenomena may be: incorrect sail sewing technology - the fabric near the luff is not stretched enough; The sail area and wind loads do not correspond to the strength of the fabric; excessively large sickle, periodic application of significant forces to the luff when lowering the sail; The bowline is too stiff or the fabric at the luff is too stiff.
The described defect is corrected using bookmarks. Their length should overlap the width of the defective section of the luff by 100-150 mm, and the value “b” should be 1-5 mm (Fig. 1, a). It is recommended to carry out this work in several stages, so as not to get an overly “closed” luff due to excessively large bookmarks.
By using wedge-shaped cut-outs, it is possible to remove excess, tensile-deformed material near the luff (Fig. 1.6). The sickle, outlined by a smooth luff line, can be replaced by a broken straight line - in the form of segments connecting the ends of the armor. It is recommended to make these lines slightly concave - with an arrow of 8-15 mm.
In the case of an excessive sickle, its width can be reduced to 0.25-0.35 of the length of the armor in the appropriate place (Fig. 1, c). Smaller numbers refer to sails made from softer material, larger numbers refer to stiffer sails. Sometimes the reason for the luff falling off into the wind is the low rigidity of the mast in the longitudinal direction (Fig. 2).
In this case, you need to try to correct the operation of the mainsail by replacing the mast or by appropriately tensioning the standing rigging. Staysails are sewn with a concave luff, which allows for efficient operation of this part of the sail.
If you want to increase the rigidity of the luff, you can increase its concavity, but not more than 2% of the length of the luff. The maximum concavity arrow is located closer to the halyard angle (especially for sails designed for strong winds).
Excessively tight mainsail luff.
Causes premature separation of the air flow from the sail, thereby reducing the aerodynamic force it develops. The main reasons for this defect are: strengthening the luff when sewing the sail under pre-tension or using a material for it with different stretching characteristics compared to the base material (Fig. 3, a).
Errors in the profiling of panels at the luff in the form of a more dramatic change in profile (Fig. 3.6); excessively big sizes linings when decorating the luff of the sail (Fig. 3, c); excessive fullness of the sail (Fig. 3, d). In the first case, to eliminate the defect, it is necessary to open the reinforcement in the defective area, eliminate the pre-tension of the material and match the tensile characteristics of the reinforcing material with the corresponding characteristics of the main material of the sail.
This is usually achieved by positioning the base of the reinforcement material at a slightly different angle than the base fabric of the sail in relation to the applied forces. In the second and third cases, the profile of the panels near the luff needs to be changed by reducing the curvature of the edges being sewn or the size of the tabs in the same area. To do this, it is necessary to rip the seams of the profiled panels and, after correcting the profile, stitch them again.
If the sail is too full for the data weather conditions, then it is inevitable that it will be redrawn or replaced with a flatter one. A too-tight jib luff has a greater negative impact than a tight mainsail luff. In addition to the fact that the jib does not work well, it directs the air flow to the leeward surface of the mainsail, worsening its profile and draft.
With a jib, the reasons for excessive luff tension are the same as with a mainsail. therefore, the methods for eliminating them are similar. It is also recommended to increase the concavity of the jib luff, but not more than 2 % on the length of the luff.
Luff defects.
Defects in the mainsail and jib include an incorrect profile in the first third of the sail - a shift of the maximum belly to the mast or to the luff (Fig. 4, a); incorrectly selected sickle configuration (convex or concave) in the upper quarter of the luff (Fig. 4.6).
To eliminate the first defect of the panel, starting from the luff, it is necessary to split it to a length approximately equal to 1/3 of the chord of the sail in this section, then correct the edges of the panels in the same way as when eliminating defects in the sail profile. In the second case, if the positive or negative crescent is excessively curvatured in the upper part, the luff may become “closed”, and the sail will twist less in height.
If the sickle curvature is insufficient, the twist increases and the luff becomes “open.” In accordance with the nature of the defect, it is necessary to adjust the configuration of the sickle along the luff (sometimes it is necessary to change the luff profile along the entire height of the sail).
The most common defects are the luff of the mainsail.
There is an incorrect profile of the rear third of the sail (with a large curvature, a “closed” luff is formed here, and with a small one, it is too open) or an incorrect profile of the entire lower luff, which causes deformation of the sail profile during its transition from the boom to the main part.
In the first case, approximately 25 % the rear part of the luff profile, in the second - it is necessary to adjust the outline of the luff along its entire length. The luff of the jib can be either too slack or too tight; to have both an excessively large and an excessively small sickle.
The first two defects are corrected by making new tabs if the luff is too loose or by releasing existing tabs in this area if the luff is too tight. The total width of bookmarks should not exceed 5 % luff length, and the ends of the bookmarks should not cross the line connecting the clew and tack angles of the sail. It is advisable to reduce the luff of the jib only if it really gets in the way.
Defects in sail angles.
They are expressed mainly in the form of wrinkles emanating from the corner of the sail in question. Near the clew of the mainsail, wrinkles may appear due to:
Excessive curvature of the luff profile near the clew angle (Fig. 5, a);
Excessive tension on the luff, especially if it has a slight bulge near the clew (Fig. 5.6);
The lower batten is too long and the maximum crescent of the luff is shifted to the clew (Fig. 5, c);
Incorrect location of the eyelet (Fig. 5, d).
Wrinkles caused by excessive curvature of the luff profile near the clew can be eliminated by reducing the curvature of the profile. If the luff is too tight, the flaps are given away (their size is reduced) near the luff or the panels are re-profiled in the same area. When eliminating excess sickle, it is recommended to simultaneously reduce the length of the lower armor.
Wrinkles at the tack corner of the mainsail can be caused by an incorrectly installed fitting on the boom (Fig. 6, a), excessive curvature of the front and lower luff near the corner (Fig. 6, b), or an incorrectly placed grommet (Fig. 6, c). In the first case, the fitting must be rearranged so that when attaching the tack corner of the sail to it, excessive forces are not created that strain the fabric of the sail.
In other cases, you need to change the curvature of the profile of the fore and foot of the luff at the tack corner or rearrange the grommet. Wrinkles at the halyard corner of the mainsail in most cases appear due to improper fastening of the halyard plank to the sail or incorrect direction of the mainsail-halyard pull (Fig. 7).
In the first case, it is necessary to disconnect the halyard plank and secure it to the spread sail; in the second case, move the halyard attachment point on the plank closer to the mast. Wrinkles at the jib tack angle occur when the tack angle thimble is poorly sewn into the sail material (Fig. 8, a, b) or the jib luff has a large curvature at this angle.
An incorrectly placed thimble must be redone, and wrinkles caused by the large curvature of the luff must be eliminated by reprofiling and using a technological filler in the tack corner (Fig. 8, c). When tacking in strong winds, wrinkles often appear at the jib clew. This is caused by uneven transmission of force from the sheet to the sail.
To eliminate these wrinkles in the clew, it is recommended to install reinforcement - a boat of maximum size and made of thick fabric. The fabric in the boot should be oriented so that the warp threads coincide with the direction of the applied forces. Removing wrinkles from the corners of sails is a very labor-intensive job, so it only makes sense to do it if you are sure that the wrinkles are reducing the aerodynamic efficiency of the sail.
Sail sewing defects.
Moving the panels lengthwise and crosswise during the process of stitching them causes distortion of the sail profile, the appearance of wrinkles, and the presence of areas with overly stretched and too weak material. The maximum arrow of profiles on panels ranges from a few millimeters to one and a half dozen millimeters.
You can imagine what relative error 2-3 millimeter displacements of the panel produce during sewing! To eliminate such malfunctions, it is necessary to rip out the defective section of the seam and 200-250 mm on both sides of the defect, then apply the correct contour profile of the panel and carefully sew the ripped section. It is recommended to secure the panels with adhesive tape.
Sewing with an incorrectly adjusted machine causes wrinkles to appear along the stitching. This defect is more common in spinnakers and is eliminated as in the previous case. If the lycrop is under tension relative to the base material during the initial glee or has shortened during operation, wrinkles appear along the front or lower luff.
To eliminate them, it is necessary to tear off the lycrop from the sail, then sew it on, having previously secured it. The cause of wrinkles may be a grommet placed too far from the lyctross. It should be placed in a new place, filling the previous hole in the sail.
Spinnaker defects.
Unlike the main sails, the fullness of the spinnaker is formed only by profiling the panels. Therefore, it is possible to increase or decrease the fullness of the spinnaker profile only by correspondingly changing the shape of the edges of individual panels (Fig. 9. a, b). A similar method is used to adjust the fullness of the upper or lower parts of the spinnaker.
As with main sails, a spinnaker can have profile distortion near the luff and, in addition to this, distortion in the midsection. These defects can also be eliminated by changing the panel profiles in the relevant areas.
Wrinkles at the clew and luff corners of a spinnaker arise mainly due to the uneven transfer of forces from the running rigging to the sail and the large curvature of the luffs near these corners. Elimination of these defects begins with the installation of reinforcements - boats in the corners of the sail. Their dimensions should be made to the maximum permitted by the rules for the construction of yachts of this class and the maximum permitted number of layers of fabric should be used. To improve the distribution of forces from the sheets on the sail, it is advisable to make boats, as shown in Fig. 10. If necessary, you can adjust the luff profiles near the corners.
Rice. 199. Types of sails: A- straight (brief); b- rack (luger); V- split foresail; G- Latin; d- Chinese; e- sprint; and- gaff; h- guari; And- Bermudian.
Straight the sail in its classic form is used on sports and tourist yachts in exceptional cases, for example, on ships stylized as ancient sailing ships - brigs and brigantines, as a storm sail - briefock, emergency or auxiliary sail on motor ships (Fig. 199, A). This sail can only be used in tailwinds or crosswinds.
The luff of a square sail is laced to ray; An idea of the rigging of such a sail is given in Fig. 252.
Lugerny (rack) the sail is laced with the luff to the inclined lath, which climbs the mast with the help of one tackle - halyard, attached to the front third of the rail (Fig. 199, b). To prevent the slats from moving away from the mast, it is used rax yoke, sliding along the mast and connected to the rack (see Fig. 255). Unlike a straight sail, which is controlled by two braces, two sheets and two tacks, a rack sail is controlled using only one piece of gear - the sheet. The luff is tensioned - “stuffed” - using tack guys so that it maintains a shape close to a straight line even in a headwind.
The disadvantage of the sail, in addition to the low aerodynamic quality on sharp courses, is also that on one of the tacks the wind presses the sail against the mast, as a result of which its profile is distorted. Most often, a rack sail is used to equip rowing boats and boats and as an auxiliary sail for motor boats.
A variant of the rack sail is split foresail(Fig. 199, V), in which approximately 1/3 of the length of the rack is located in front of the mast, and the sail is cut into two parts - the bow, a smaller area, called jib, and stern - foresail. A split foresail is used on relatively large boats and naval yawls, when it is important to reduce the overall center of sail, ensure good maneuverability of the vessel under sail and make it easier to control.
Latin the sail can be seen on the smallest (“beach”) sailing boats, dinghies and catamarans (Fig. 199, G). The luff is placed on a long yard, which is essentially an inclined mast. This sail is easy to set and control and allows you to sail quite steeply into the wind if the boat is equipped with a centerboard.
Chinese a sail is a type of rack sail. In addition to the top rail, it is equipped with several additional ones, dividing the sail in height into several equal parts (Fig. 199, d). Each batten is attached to the mast and has a separate tackle attached to the toe of the batten. Thanks to this, it is possible to eliminate the disadvantage inherent in conventional rack sails - the tendency of the upper part of the sail to fall off into the wind - into a weathervane position, when the angle of attack of the upper part becomes significantly less than the angle of installation of the boom to the wind. By selecting all the gear of a Chinese sail accordingly, you can achieve its operation at optimal angles of attack to the wind and increase efficiency in generating thrust.
Sprint the sail has been preserved on Optimist-class dinghies, and is also often used to equip fishing boats and kayaks (Fig. 199, e). The shape of the sail is close to a rectangle, its upper corner is stretched diagonally using sprintova- lath or duralumin tube. The sail is permanently lashed to the mast, around which it can be twisted after being released from the sprint.
Convenient in areas with frequent sudden squalls, since if it is necessary to quickly reduce the windage, it is enough to release the upper ( knock-benzel) angle of the sail from the sprint. At the same time, its area is reduced by half; the sail takes on a triangular shape.
Gaff sail(Fig. 199, and), having the shape of a trapezoid, is now used just as rarely and for the same purposes as the straight one. When lifting, the gaff is placed using two tackles - gaff-gardeli and dirik-hala, which ensures installation of the gaff at the desired angle. The luff is laced using weakling to the mast; sometimes used for this purpose segars- rings placed on the mast, or sliders sliding along a rail attached to the mast.
A gaff sail has a more stable profile in winds of varying strengths than a rack or sprint sail, and therefore became widespread on racing yachts at the end of the last - beginning of the current century. In light winds, the space between the gaff and the mast can be used to set an additional sail - topsails.
On small sailing dinghies you can find a sail of the type guari, similar in shape to the Bermuda, but equipped with a gaff in the upper part, which, when lifted, is installed almost parallel to the mast (Fig. 199, h). The advantage of this type of sail is its light and short spar, which, if necessary, can be removed and stowed in the boat. Guari is especially convenient for sailing and rowing boats, kayaks and dinghies transported on trailers behind cars. In recent years, it has been used only for sails with an area of no more than 15 m², beyond which the gaff becomes heavy and inconvenient to handle.
Bermudian sail (Fig. 199, And) is currently the main type of sails used on pleasure, tourist and racing vessels. This sail has fairly high aerodynamic qualities, especially on sharp courses, and is easy to set and control. Yachtsmen have developed a whole arsenal of means for adjusting and tuning Bermuda sails, allowing them to obtain maximum thrust at different courses relative to the wind and at different wind strengths.
Known disadvantages of the Bermuda sail are the higher height of the mast compared to sails with a quadrangular shape, as well as the twisting of the sail in height, which manifests itself in different angles of attack of its lower and upper parts.
The luff of the Bermuda sail is attached to the mast by means of lypase- a longitudinal recess in the form of a trench into which lyktros, or using sliders sliding along a rail attached along the mast. The luff is most often attached to the boom in the same way.
Depending on the number of masts and sails, there are several types of yacht rigging.
Kat- a single-mast rig with only one sail, which has become widespread on racing dinghies, which are controlled by one person, on small rowing and sailing boats. The sail in this case is called grotto.
Sloop- single-mast rig with two sails - mainsail and staysail. This is the prevailing type of equipment on modern yachts, providing high traction characteristics and good controllability of the vessel.
The area of the working jib, which is set in an average wind, is from 30 to 40% of the total sail area. In light winds, the jib can be replaced with a genoa with a larger area, and in fresh winds - with replaceable storm sails, which have a smaller area and are made of more durable fabric.
The jib plays an important role in generating thrust. Firstly, it does not have such a source of turbulence along the luff as the mast, which negatively affects the operation of the mainsail. Secondly, due to the acceleration of air flow in the gap between the jib and the mainsail, the vacuum on the leeward side of the mainsail increases and the formation of turbulence here is prevented. In this regard, in recent years, yacht designers have been trying to increase the area of the jib as much as possible, thereby spreading its influence over the entire height of the mainsail. In cases where the stability of the vessel and the width of the hull allow (to ensure proper draft of the jib sheets), equipment with top a jib, the halyard of which is carried to the top of the mast. The traditional type of rig with the forestay being carried to the top quarter of the mast is called the “3/4” or “7/8” rig, depending on the position of the point where the forestay is attached to the mast.
With a large sail of the yacht, the shortcomings of the sloop become noticeable - heavy spar and rigging, high location of the center of sail, the need to use deck mechanisms - expensive clew and halyard winches, stoppers, etc. Therefore, with a windage of over 60 m², single-mast vessels are often equipped by tender, which has a second forestay for setting the third sail in front of the jib - jib. In light winds the tender usually carries a single bow sail, extending from the deck to the masthead; with the force of the wind, this area is divided into two sails.
Of the two-masted types of weapons, the most widespread are iol and kech. On the pole, the stern mast - the mizzen mast - is installed aft of the head of the rudder stock. Sail mizzen, which is placed on it, has an area equal to only 10-12% of the total sail area and is almost not involved in creating thrust. It serves mainly to properly center the yacht and ensure its maneuverability. In a fresh wind, the iol can maneuver under a storm jib and a tightly reefed mizzen. In light winds, the yacht's windage increases due to the installation of the mizzen staysail ( upsells) and a large genoa staysail.
Catch-type rigging is more suitable for yachts with a sail area of over 120 m² (up to 250 m²), when reducing the area of the mainsail and the height of the main mast is essential. The area of the mizzen on the ketch is 20÷25%, the mainsail - 40÷50% of the total sail area. Thanks to a more uniform division of the sail area between individual sails, the catch is easier to control and drifts better under the jib and mizzen, although its aerodynamic characteristics are somewhat worse.
Schooner has a larger sail (mainsail) on the aft mast than the foresail on the forward mast. This type of rig is preferred for yachts with a sail area of over 250 m², unless purely decorative purposes are pursued. For example, antique-style yachts 7.5-9 m long, equipped with a schooner, are known. As a rule, the mainmast on a schooner is higher than the foremast. Often the foresail is made of a gaff and is equipped with a topsail.
Which is stretched along the mast, and the lower one along the boom.
It is the most common type of sail on yachts, pleasure, tourist and racing vessels. In terms of ease of control, installation and traction characteristics, it is the undisputed leader.
A yacht with properly adjusted Bermuda sails can be sailed for a long time by just one person. A maneuver such as tacking can be performed without calling a watchman at all, by shifting the rudder.
The main disadvantage of the Bermuda sail is the higher mast compared to square sails, as well as the vertical twist of the sail, which leads to different angles of attack of its lower and upper parts.
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Notes
An excerpt characterizing the Bermuda sail
- Did you give me tobacco yesterday? That's it, brother. Well, here we go, God be with you.“At least they made a stop, otherwise we won’t eat for another five miles.”
– It was nice how the Germans gave us strollers. When you go, know: it’s important!
“And here, brother, the people have gone completely rabid.” Everything there seemed to be a Pole, everything was from the Russian crown; and now, brother, he’s gone completely German.
– Songwriters forward! – the captain’s cry was heard.
And twenty people ran out from different rows in front of the company. The drummer began to sing and turned to face the songwriters, and, waving his hand, began a drawn-out soldier’s song, which began: “Isn’t it dawn, the sun has broken...” and ended with the words: “Then, brothers, there will be glory for us and Kamensky’s father...” This song was composed in Turkey and was now sung in Austria, only with the change that in place of “Kamensky’s father” the words were inserted: “Kutuzov’s father.”
Having torn off these like a soldier last words and waving his hands, as if he were throwing something to the ground, the drummer, a dry and handsome soldier of about forty, looked sternly at the songbook soldiers and closed his eyes. Then, making sure that all eyes were fixed on him, he seemed to carefully lift with both hands some invisible, precious thing above his head, held it like that for several seconds and suddenly desperately threw it:
Oh, you, my canopy, my canopy!
“My new canopy...”, twenty voices echoed, and the spoon holder, despite the weight of his ammunition, quickly jumped forward and walked backwards in front of the company, moving his shoulders and threatening someone with his spoons. The soldiers, waving their arms to the beat of the song, walked with long strides, involuntarily hitting their feet. From behind the company the sounds of wheels, the crunching of springs and the trampling of horses were heard.
The word "Bermudian" refers to the design of the sails and the way they are attached to the spar on ship. Characteristic features of Bermuda sails are:
- side view close to triangular;
- attachment to the ship and its mast along the luff of the sail;
- To control the sail, one angle is used - the clew and (or) the luff.
Word " sloop" means that the ship is single-masted, but with two sails:
- mainsail (attached to the mast along the entire luff)
- a jib connected by the upper i.e. halyard corner to the mast, the lower (called tack) corner to the bow of the deck, and the entire luff or to a cable (this can be a cable sewn into the luff of the sail, or a stay - a cable holding the mast in front, or stay-pier, i.e. rigid tackle instead of a cable in the form of a pipe or rod).
Stag pier, no doubt the best option, but is used less frequently due to its high cost and (or) large mass.
Bermuda sloop looks like shown in Figure 4.1.
In the figure, instead of dimensions, letter designations are indicated:
s p - fin area.
s r - rudder area.
s k is the area of the underwater part of the hull.
B max - the maximum width of the yacht hull.
B kvl - width according to kvl.
B stern - width of the stern.
V is the displacement of the yacht.
m pl - fin mass.
Explanations
- Cool to the wind- when the yacht moves towards the wind at some acute angle. Modern cruising yachts this angle is about 45°, but the fastest large yachts can have 30°!
- Tacking- a method (technology) of moving a yacht towards the wind, consisting of alternating movement: first on the left, then on the right tack (Tack - the position of the yacht relative to the direction of the wind. Right tack - the wind blows to the starboard side, from the right half of the yacht, left tack - to the left board, from the left half.
- Get out into the wind- move towards the wind;
- Bermuda sails have three angles and three luffs, each with its own name:
- the upper angle at which the sail is lifted up the mast using a halyard (i.e. cable, rope) is called the halyard angle;
- the lower corner of the sail facing the headwind is called the tack angle;
- the rear angle of the sail, facing the direction downwind, is called the clew angle and is used to control the sail using a sheet (rope);
- luffs are the edges of the sail;
- the luff in the working position is facing the wind and a cable is sewn into it (it’s called a lyktros);
- luff - at the back. The waste stream of wind flows from it;
- the lower luff faces the deck. - Seaworthiness- the ability of a yacht to successfully withstand the elements of wind and waves of a certain strength. The stronger the wind and waves, the more seaworthy the yacht should be. A yacht that is more durable and better able to withstand unexpected weather conditions is considered more seaworthy.
- Genoa- a wide jib, with its clew angle extending beyond the mast towards the stern.
Proportions of a Bermuda cruising sloop
Proportions of modern cruising yachts can be expressed through the main dimension L kvl. Actually L kvl usually lies within the range of 2.5 ÷ 20 m.
L max ≥ L kvl. L max can reach 1.3 L qvl however there is a tendency to L max = L kvl.
H = (1 ÷ 1.5)Lkvl, most often H ≈ 1.3 L kvl.
h st = (0.75 ÷ 1)H; it is better when h st = H, however, problems arise with the strength of the mast.
h b = (0.07 ÷ 0.2) L kvl; the larger h b, the more seaworthy the yacht.
∆ ≈ 0,1L kvl - displacement of the CP to the nose from the central nervous system. A very important quantity that affects the handling of the yacht.
T total = (0.2 ÷ 0.3) L kvl; Tk ≈ 0.05 L kvl.
The fin, like the rudder feather, is hydrofoils. They act like a glider wing, only they are positioned vertically.
s k ≈ 0.6 L kvl × T k;
s p ≈ 0.6Sк = 0.036 L kvl × T k.
Much depends on the shape of the hydrofoil, i.e. on t, 1, b.
In cross section, the fin and rudder blade have the shape of a drop with a blunt end forward. t ≈ (1.8 ÷ 2.5)l = (0.18 ÷ 0.25) L kvl, where l ≈ 0.1 L kvl; b ≈ (0.012 ÷ 0.015) L kvl.
For the rudder blade, the relationship between t, 1 and b is similar, but for the rudder s p ≈ 0.25s p.
mpl ≤ (0.2 ÷ 0.4)V for cruising and keel yachts;
mpl ≈ 0 for light boats, dinghies, sailing boards and catamarans (in general for multihull yachts),
V = (0.0046 ÷ 0.007)L 3 kvl; S = (0.5 ÷ 0.75)L 2 kvl;
S st ≈ S gr, it is better when S st = 1.25S gr.
Bmax ≈ (0.3 ÷ 0.45) L kvl. V kvl ≈ (0.27 ÷ 0.4) L kvl.
B k ≈ B kvl.
Behind the diversity of designations, terms and numerical ratios, it is not easy to guess the charm of a classic cruising yacht. Therefore, we will formulate its advantages in a brief verbal form.
Firstly, and this is the main thing, a cruising Bermuda sloop of good proportions is a good tackler. The “dead zone”, where the helmsman cannot immediately and directly (except under the engine) steer the yacht, is only about 90° out of 360° (45° each on the right and left sides from the direction towards the wind). With sails of high aerodynamic quality and high similar characteristics of the fin and the underwater part of the yacht as a whole, this figure can be reduced to 80°.
Racing large superyachts even reach 60°. However, every degree into the wind costs more and more, which requires extremely expensive sailing fabric and, even more so, ready-made sails. The most modern masts, rigging, controls and equipment also cost more than conventional ones. The hydrodynamic qualities of the underwater part of the yacht are no less expensive: complex fin shapes, ultra-clean surfaces that do not allow the slightest adhesion of algae and other dirt, “narrow” gates of sailing modes: strict adherence to the angles of attack of the sails in relation to the variable wind, ultra-precise accounting of destabilizing factors ( waves, currents, etc., etc., etc.) require the use of expensive instruments and computers during navigation.
Secondly, a cruising Bermuda sloop of good proportions is easy to operate and does not require a large crew due to the well-organized wiring of the sheets and the mechanization of the controls: winches, blocks, stoppers, steering gear - are extremely simple.
Third, on passing courses, where triangular (Bermuda) sails are not the most effective, it is possible to install an additional sail made of light fabric - a spinnaker or gennaker (a gennaker is an asymmetrical spinnaker, a spinnaker resembles a parachute and is comparable in area to the total area of tacking sails). This gives a noticeable increase in speed and the maximum possible is achieved. The use of a spinnaker or gennaker requires good coordination from the crew in control. Fairness requires saying that on a Bermuda sloop, the sails set “butterfly” on a jibe course allow you to go on a cruise without any hassle.
Fourth, a wide and flat bottom of the stern in combination with a high power-to-weight ratio (i.e. S/V = 24 ÷ 30 m2/ton of displacement) allows the yacht to exit the displacement sailing mode into the surfing mode and reach a speed higher than what Froude’s law limits it in displacement mode (according to Froude 
or taking into account 1 knot = 1853 m/hour, or 0.514 m/s, 1 foot = 0.3048 m. 
). A reliable Bermuda sloop-type cruising yacht can be built relatively cheaply.
To the direct question: “What is the speed of the yacht?” The answer is: “It is always different.”
When the wind speed is zero (complete calm), the yacht will stand or float with the current or row with sails due to the oncoming waves and move slightly. In this case, a motor or oars come to the rescue. But this is a rare situation when there is no wind at all.
With a low wave (for each size of yacht this is its own value) with a wind of 3 ÷ 4 points (3.4 ÷ 7.9 m/s), a medium-sized yacht (≈ 6 ÷ 7 m by waterline) develops a speed according to the Froude formula of about 10 ÷ 13 km/h. For the same yacht, with a wind speed of 12 m/s, you can reach a speed of 25 km/h. Larger yachts go faster, smaller ones go slower.
In conditions of strong wind and storm (over 20 m/s), the fastest course is a gulfwind course along the wave or slightly obliquely. Courses counter to the wave at an acute angle to the wind slow down the speed greatly, and small yachts can no longer fight the elements and drift with the wind or stop at anchors.
Riding on a following wave puts the yacht into surfing and planing mode. The speed increases to wind speed and more!
The helmsman (captain) of the yacht has a wide choice various options: try to move in the chosen direction, hide in a shelter, anchor, try to use the motor, despite the fact that a cruising yacht is a self-righting yacht, even if it ends up with the mast down - this is due to the mass of the fin.
When the wind force is excessive for your yacht, when a dangerous (large and jerky) list and strong drift occur, reduce the sail area, in nautical language: “take reefs”. This operation is greatly facilitated and accelerated if the yacht has devices for furling the sails: furling the jib around the luff, a patent reef of the mainsail for twisting it along the lower luff while simultaneously releasing the halyard.
The passion for speed-squeezing yachts in all possible ways, already at the design stage, leads to a deterioration in their habitability (i.e. living conditions) and, most importantly, to a decrease in reliability, since ultra-lightweight yachts often find themselves in conditions on the verge of their strength. Operating such yachts requires the highest qualifications of the crew.
sail m. | sails pl. outdated . And WITH . = sail s.r. outdated. And poet., canopy m. Don. outdated A propulsion device designed to convert wind energy into ship propulsion. € Borrowed from other Russian. period from the northern dialects of Greek. language of Byzantium; Greekφάρος sail. The sound “f” is ancient Russian. unknown to the language. The words coexisted: sail, spinning, spinning. It is significant that in the Ipatiev Chronicle for 907 “straight” is crossed out and in the margins it is written: “sail”. Some researchers reject borrowing from Greek. on the grounds that this word in Byzantium referred to a poetic style, and they offer the following version:< Finnish purjeor Karelian. purjehwhere spinning and spinning. In the names of sails of the type achterzijl , bramsel , which are borrowed from Dutch, there is a morpheme “-sel” or “- zail";; Dutch zeilsail. Obshcheger – M.,English sail; German Segel; etc.- English segel; scand. segl. Ancient Germanic borrowing< lat. sagumorsagulumshort military cloak, relatedlit. segticut off, rus. flog, i.-e.* seccut off.
||Windage and., canvas and., sailboat m. , sailnsv.( cm.). Sail adj. outdated– about the ship: with great windage . p arusny adj.- about a ship: carrying sails. ◦ P. needle – a triangular needle from the tip to the middle, then round; used for sewing sails and tarpaulins.
bErmuda P. to the axle is a sail, which is tied with the lower luff to the boom, and with the luff to the mast.
Verkhniy P. A sail located above the lower ones, i.e. above the foresail and mainsail on ships with straight rigging.
Viceth P. outdated. Shield on river boats, which worked on the principle of a floating anchor, increased the strength of the current in headwinds or crosswinds.
hadniy P. all sails on main and mizzen masts
Kosoy P. A sail that is placed along the ship.
Latin P. The sail is oblique triangular in shape, the upper luff is attached to the inclined yard, the other two are free, controlled using a sheet attached to the free corner; easy to use, but inconvenient when maneuvering, tacking, or in a fresh wind. Widely used in the Middle Ages in the Mediterranean and in the countries of the Arab world until the beginning. XIXV.; these days - on the simplest small sailing ships.
lflying P. in the upper sails, which rise between the masts directly from the deck; temporary, additional, not permanent windage .
nIzhny P. fock and mainsail for ships with direct rigging.
Owouldchny P. a working sail, not a storm sail.
Front P. all sails on the foremast.
Full P. x a well-inflated sail operating at full power.
Pstraight P . and has the appearance of a symmetrical trapezoid, the upper luff is attached to the rail on the yard, the lower one is free, only both lower corners are attracted by sheets to the legs below the yard.
Withsleeping P. n bad, weakly inflated sail, not working at full power.
wbrake P. with a shield made of thick canvas, smaller in size than usual.
Andknownka sails - the forward, non-working part of the sail, which faces the bow.
Facesails – the rear, working part of the sail, which faces the stern.
Flesh of the sail - the rolled part of the sail.
Belly of the sail - the bulge of a sail inflated by the wind.
◊ Without sails, a ship is a crow. Each yard carries its own sail. The most beautiful thing: a dancing woman, a galloping horse and a ship going under full sail. With [all] oars and sails. Sails and tackle are not in our power. A sail without wind is just (plain) canvas. What a hussar without a mustache is like a ship without sails.
! Tocrew on the boat: “Sails down!” - lower the sails.
See also Apsel, Achterzijl, Grace, Blinzeil, Bramsel, Grotto 2, Jib, Kruysel, Studdingsail, Marseilles, Munsel, p arusnik1,p arusna,p arusno-,Russianness, Spinnaker, Staysail, Topsail, Trysail.
Explanatory maritime dictionary Andryushchenko N.S.
