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Wind shear affects sailing craft in motion by presenting a different wind speed and direction at different heights along the mast. Wind shear occurs because of friction above a water surface slowing the flow of air. Additionally, apparent wind direction moves aft with height above water, which may necessitate a corresponding twist in the shape of the sail to achieve attached flow with height.
Gusts may be predicted by the same value that serves as an exponent for wind shear, serving as a gust factor. So, one can expect gusts to be about 1. This, combined with changes in wind direction suggest the degree to which a sailing craft must adjust sail angle to wind gusts on a given course.
A sailing craft's ability to derive power from the wind depends on the point of sail it is on�the direction of travel under sail in relation to the true wind direction over the surface. In points of sail that range from close-hauled to a broad reach, sails act substantially like a wing, with lift predominantly propelling the craft.
In points of sail from a broad reach to down wind, sails act substantially like a parachute, with drag predominantly propelling the craft. For craft with little forward resistance ice boats and land yachts , this transition occurs further off the wind than for sailboats and sailing ships. Wind direction for points of sail always refers to the true wind �the wind felt by a stationary observer.
The apparent wind �the wind felt by an observer on a moving sailing craft�determines the motive power for sailing craft. The waves give an indication of the true wind direction. The pennant Canadian flag gives an indication of apparent wind direction.
Reaching : the pennant is streaming slightly to the side as the sails are sheeted to align with the apparent wind.
Running : the wind is coming from behind the vessel; the sails are "wing and wing" to be at right angles to the apparent wind. True wind velocity V T combines with the sailing craft's velocity V B to be the apparent wind velocity V A , the air velocity experienced by instrumentation or crew on a moving sailing craft. Apparent wind velocity provides the motive power for the sails on any given point of sail. It varies from being the true wind velocity of a stopped craft in irons in the no-go zone to being faster than the true wind speed as the sailing craft's velocity adds to the true windspeed on a reach, to diminishing towards zero, as a sailing craft sails dead downwind.
Sailing craft A is close-hauled. Sailing craft B is on a beam reach. Sailing craft C is on a broad reach. Boat velocity in black generates an equal and opposite apparent wind component not shown , which adds to the true wind to become apparent wind. Apparent wind and forces on a sailboat. As the boat sails further from the wind, the apparent wind becomes smaller and the lateral component becomes less; boat speed is highest on the beam reach.
Apparent wind on an iceboat. As the iceboat sails further from the wind, the apparent wind increases slightly and the boat speed is highest on the broad reach. The sail is sheeted in for all three points of sail.
The speed of sailboats through the water is limited by the resistance that results from hull drag in the water. Ice boats typically have the least resistance to forward motion of any sailing craft. On conventional sailboats, the sails are set to create lift for those points of sail where it's possible to align the leading edge of the sail with the apparent wind.
For a sailboat, point of sail affects lateral force significantly. The higher the boat points to the wind under sail, the stronger the lateral force, which requires resistance from a keel or other underwater foils, including daggerboard, centerboard, skeg, and rudder.
Lateral force also induces heeling in a sailboat, which requires resistance by weight of ballast from the crew or the boat itself and by the shape of the boat, especially with a catamaran. As the boat points off the wind, lateral force and the forces required to resist it become less important. Wind and currents are important factors to plan on for both offshore and inshore sailing.
Predicting the availability, strength and direction of the wind is key to using its power along the desired course. Ocean currents, tides and river currents may deflect a sailing vessel from its desired course.
If the desired course is within the no-go zone, then the sailing craft must follow a zig-zag route into the wind to reach its waypoint or destination. Downwind, certain high-performance sailing craft can reach the destination more quickly by following a zig-zag route on a series of broad reaches.
Negotiating obstructions or a channel may also require a change of direction with respect to the wind, necessitating changing of tack with the wind on the opposite side of the craft, from before. Changing tack is called tacking when the wind crosses over the bow of the craft as it turns and jibing or gybing if the wind passes over the stern.
Winds and oceanic currents are both the result of the sun powering their respective fluid media. Wind powers the sailing craft and the ocean bears the craft on its course, as currents may alter the course of a sailing vessel on the ocean or a river. A sailing craft can sail on a course anywhere outside of its no-go zone. Because the lateral wind forces are highest on a sailing vessel, close-hauled and beating to windward, the resisting water forces around the vessel's keel, centerboard, rudder and other foils is also highest to mitigate leeway Sailing Zingaro Boat Damage Limited �the vessel sliding to leeward of its course.
Ice boats and land yachts minimize lateral motion with sidewise resistance from their blades or wheels. Tacking from starboard tack to port tack. Wind shown in red. Beating to windward with tacking points shown from starboard to port tack at points 1. Tacking or coming about is a maneuver by which a sailing craft turns its bow into and through the wind called the "eye of the wind" so that the apparent wind changes from one side to the other, allowing progress on the opposite tack.
Fore-and-aft rigs allow their sails to hang limp as they tack; square rigs must present the full frontal area of the sail to the wind, when changing from side to side; and windsurfers have flexibly pivoting and fully rotating masts that get flipped from side to side. A sailing craft can travel directly downwind only at a speed that is less than the wind speed.
However, a variety of sailing craft can achieve a higher downwind velocity made good by traveling on a series of broad reaches, punctuated by jibes in between.
This is true of iceboats and sand yachts. On the water it was explored by sailing vessels, starting in , and now extends to high-performance skiffs, catamarans and foiling sailboats. Navigating a channel or a downwind course among obstructions may necessitate changes in direction that require a change of tack, accomplished with a jibe. Jibing or gybing is a sailing maneuver by which a sailing craft turns its stern past the eye of the wind so that the apparent wind changes from one side to the other, allowing progress on the opposite tack.
This maneuver can be done on smaller boats by pulling the tiller towards yourself the opposite side of the sail. Fore-and-aft sails with booms, gaffs, or sprits are unstable when the free endpoints into the eye of the wind and must be controlled to avoid a violent change to the other side; square rigs as they present the full area of the sail to the wind from the rear experience little change of operation from one tack to the other; and windsurfers again have flexibly pivoting and fully rotating masts that get flipped from side to side.
The most basic control of the sail consists of setting its angle relative to the wind. The control line that accomplishes this is called a "sheet. Finer controls adjust the overall shape of the sail. Two or more sails are frequently combined to maximize the smooth flow of air. The sails are adjusted to create a smooth laminar flow over the sail surfaces.
This is called the "slot effect". The combined sails fit into an imaginary aerofoil outline, so that the most forward sails are more in line with the wind, whereas the more aft sails are more in line with the course followed.
The combined efficiency of this sail plan is greater than the sum of each sail used in isolation. An important safety aspect of sailing is to adjust the amount of sail to suit the wind conditions. As the wind speed increases the crew should progressively reduce the amount of sail.
On Sailing Boats For Sale Townsville Limited a small boat with only jib and mainsail this is done by furling the jib and by partially lowering the mainsail, a process called 'reefing the main'. Reefing means reducing the area of a sail without actually changing it for a smaller sail.
Ideally, reefing does not only result in a reduced sail area but also in a lower centre of effort from the sails, reducing the heeling moment and keeping the boat more upright. Mainsail furling systems have become increasingly popular on cruising yachts, as they can be operated shorthanded and from the cockpit, in most cases.
However, the sail can become jammed in the mast or boom slot if not operated correctly. Mainsail furling is almost never used while racing because it results in a less efficient sail profile. The classical slab-reefing method is the most widely used. Mainsail furling has an additional disadvantage in that its complicated gear may somewhat increase weight aloft. However, as the size of the boat increases, the benefits of mainsail roller furling increase dramatically.
An old saying goes, "Once you've realized it's time to reef, it's too late". A similar one says, "The time to reef is when you first think about it". Hull trim is the adjustment of a boat's loading so as to change its fore-and-aft attitude in the water. In small boats, it is done by positioning the crew. In larger boats, the weight of a person has less effect on the hull trim, but it can be adjusted by shifting gear, fuel, water, or supplies.
Different hull trim efforts are required for different kinds of boats and different conditions. Here are just a few examples: In a lightweight racing dinghy like a Thistle , the hull should be kept level, on its designed water line for best performance in all conditions.
In many small boats, weight too far aft can cause drag by submerging the transom , especially in light to moderate winds.
Weight too far forward can cause the bow to dig into the waves. In heavy winds, a boat with its bow too low may capsize by pitching forward over its bow pitch-pole or dive under the waves submarine. On a run in heavy winds, the forces on the sails tend to drive a boat's bow down, so the crew weight is moved far aft. When a ship or boat leans over to one side, from the action of waves or from the centrifugal force of a turn or under wind pressure or from the number of exposed topsides, it is said to 'heel'.
A sailing boat that is over-canvassed , and therefore heeling excessively, may sail less efficiently. This is caused by factors such as wind gusts, crew ability, the point of sail, or hull size and design. When a vessel is subject to a heeling force such as wind pressure , vessel buoyancy and beam of the hull will counteract the heeling force.
A weighted keel provides additional means to right the boat. In some high-performance racing yachts, water ballast or the angle of a canting keel can be changed to provide additional righting force to counteract heeling.
The crew may move their personal weight to the high upwind side of the boat, this is called hiking , which also changes the centre of gravity and produces a righting lever to reduce the degree of heeling. Incidental benefits include faster vessel speed caused by more efficient action of the hull and sails. Other options to reduce heeling include reducing exposed sail area and efficiency of the sail setting and a variant of hiking called " trapezing ".
This can only be done if the vessel is designed for this, as in dinghy sailing. A sailor can usually involuntarily try turning upwind in gusts it is known as rounding up. This can lead to difficulties in controlling the vessel if over-canvassed. Wind can be spilled from the sails by 'sheeting out', or loosening them. The number of sails, their size, and shape can be altered. Raising the dinghy centreboard can reduce heeling by allowing more leeway.
The increasingly asymmetric underwater shape of the hull matching the increasing angle of heel may generate an increasing directional turning force into the wind. The sails' centre of effort will also increase this turning effect or force on the vessel's motion due to increasing lever effect with increased heeling which shows itself as increased human effort required to steer a straight course.
Increased heeling reduces exposed sail area relative to the wind direction, so leading to an equilibrium state. As more heeling force causes more heel, weather helm may be experienced. This condition has a braking effect on the vessel but has the safety effect in that an excessively hard pressed boat will try to turn into the wind, therefore, reducing the forces on the sail.
This aerofoil lift produces helpful motion to windward and the corollary of the reason why lee helm is dangerous. Lee helm, the opposite of weather helm, is generally considered to be dangerous because the vessel turns away from the wind when the helm is released, thus increasing forces on the sail at a time when the helmsperson is not in control. In the case of a standard catamaran , there are two similarly-sized and -shaped slender hulls connected by beams, which are sometimes overlaid by a deck superstructure.
Another catamaran variation is the proa. What a brilliant Christmas present you will have this year. Big smiles, Kim. It seemed like it was a lot of work. I have been following Tula endless summer website. It seems like sailing would be a lot cheaper. I hate to say this but tired of my life on land. I do the samething everyday, work,home, everyday. Sailing is a lot of work�but life seems to be far more fulfilling on the sea.
An Oyster 56 is a yacht after all! In fact, every State in America has different rules. Boaters need to be very careful and understand how taxes are calculated and when. Wish you the very best! Which marina are living in? Why did you choose it? What costs are there? I live in Charleston now but want a slower pace. Smiles, Kim. A potential negative will be for Sienna..
My youngest had problems in school so we home schooled her for a year.. What a difference it made.. Thank you Kim; you are resplendent! This article serves me to reinvigorate my desires of living in a boat and sailing to the sunset. By February of next year I should have my boat and start living the dream!
And also do large boats get damp inside still in the rooms down in the hull? Naive article! The real liveaboard issue is political. All over the country the rules and laws are marginalizing liveaboard status and there is no representation for the group who choose to Boat Sailing Course Usa live on boats, although the land is not owned but rented by the marina, Waterways are public property!
And the marina facilities rent these lands from the state.. Yet the marinas increasingly prohibit living aboard as an expression of widespread influence to limit available housing and support the radical increase of costs.. The only place the limiting of living on board cannot be done is in the waterways, anchored out or under way and soon the live aboard people who have chosen to live on water in boats.
I chose, although I build homes for a living, to not own a home but live on a boat.. Now I cannot move or sell my boat as a residence due to this new public policy opposing liveaboard.. I will help you get the word out. The smarter people get it right away. If anyone needs a roommate..
I just did. Some people are what you would call City folks and probably have never even pitched a tent to camp. Anyway I let it get me down. Hey Peter. Ignore any bad comments. Anyone that has a blog or YouTube channel is bound to get them. Just delete them and look out at the sea and feel at peace. Kim you have hit the nail on the head with the 13 plus 5. Originally we though home school or school of the air would be a good alternative, although have read about some land based families going back to normal school after trialing home school.
Secretly we are hoping they want to BEcome astronauts and so port and starboard along with the solar system will be just as handy. Meanwhile, our Buddhist balance of things dictates living on the water, is infinitely better than living beside or under it as so many frontage properties will find when the polar caps melt. Thank you for the awesome comments Adrian!
This person who called you a dirtbag sounds very jealous. Many people who live in a house or apartment are not happy. We live in a house and the only thing that makes it bearable is the amount of acreage around it for privacy, but it is so boring, and we rv in the summer. We are looking for a boat for the summers.
I am a 63 year old, in very good shape widow. I have always had a passion for boats and the water. It may be a far fetched idea but how donInget started in living on a boat? My husband passed 6 years ago. We had a boat on Lake Erie. We sold it. I sailboat race now. We were very active��he passed from a very rare diseas called Cardiac Sarcoidosis then eventually stage 4 lung cancer after a heart transplant.
He never smoked. I remain very active and known to be adventurous. Thank you for your feedback. You have experience. Have you read all my guides yet? The late great sailor Hal Roth said he never was cold in his boat. I have to dig out his book when I get home to see what kerosene boat heater he had. The walls of his boat were carpeted for insulation.
Hi Kim, thank you for this article. I am currently looking at moving myself, my 9 year old son, Patrick, and 12 year old daughter, Katie, aboard a 66 foot Riverchase Houseboat. I would love to talk with you mom-to-mom if you have time. The same formula as the Radial is kept. The hull is the same as the Standard and Radial.
The Laser 4. The Laser M Rig is no longer in production. It was the first attempt at making a smaller rig for smaller sailors. It employed the same lower mast section, but a shorter top section. This variant differed when compared to the other unmodified rigs.
This is primarily because the shorter top section didn't allow enough bend to be induced in the mast as the bottom section is very stiff ; this made the boat difficult to sail and de-power especially in heavier winds. This rig is no longer recognized by the Laser Class. Rooster Sailing, a company based in the UK, designed and created a larger rig for the Laser hull called the Rooster 8.
There are two optional mast configurations: either a 3. The Rooster 8. At the moment the rig is not available and will not be for the foreseeable future. Bruce Kirby withdrew the license he had issued to LaserPerformance and later filed a lawsuit against LaserPerformance and Farzad Rastegar [8] on March 4, , claiming non-payment of design royalties.
Bruce Kirby Inc. In the ILCA moved against Laser Performance the UK licensed builder which also owned the trademark on the Laser name and withdrew its right to build officially measured boats. From Wikipedia, the free encyclopedia. Class symbol. This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed.
November Learn how and when to remove this template message. Main article: Laser standard. Main article: Laser Radial. Main article: Laser 4. The Laser Book. Leamington Spa: Fenhurst. ISBN Retrieved 11 October Retrieved 22 March Retrieved 18 October Royal Yachting Association.
Archived from the original PDF on 30 June Retrieved 19 October US Sailing. Archived from the original on 15 March Retrieved 31 July LaserPerformance Europe Limited et al".
RFC Express. Archived from the original on 15 June Retrieved 9 April Kirby Torch. International Laser Class Association. Archived from the original on 26 April Retrieved 16 May Retrieved April 23,
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