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    Illustrated Sail & Rig Tuning: Genoa & mainsail trim, spinnaker & gennaker, rig tuning
    Illustrated Sail & Rig Tuning: Genoa & mainsail trim, spinnaker & gennaker, rig tuning
    Illustrated Sail & Rig Tuning: Genoa & mainsail trim, spinnaker & gennaker, rig tuning
    Ebook289 pages2 hours

    Illustrated Sail & Rig Tuning: Genoa & mainsail trim, spinnaker & gennaker, rig tuning

    By Ivar Dedekam

    3.5/5

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    About this ebook

    A beautifully, uniquely illustrated nautical guide to how to trim your sails and rig for maximum performance. With a revolutionary approach, this guide tackles the practical and realistic elements of tuning your boat, plus the theory of sail aerodynamics. Now available as a fully reflowable eBook, overcoming the historical problems with this title displaying on Kindles & other small eBook readers.
    LanguageEnglish
    PublisherFernhurst Books Limited
    Release dateMar 28, 2000
    ISBN9781118351550
    Illustrated Sail & Rig Tuning: Genoa & mainsail trim, spinnaker & gennaker, rig tuning
    Author

    Ivar Dedekam

    Ivar Dedekam, of Dedekam Design, specialises in uniquely illustrated nautical manuals which are easy to understand and remember. Ivar has been sailing for over 30 years and has logged more than 50,000 nautical miles, including three Atlantic crossings. His book Illustrated Sail & Rig Tuning is an international success and has been published in 19 languages.

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      Book preview

      Illustrated Sail & Rig Tuning - Ivar Dedekam

      INTRODUCTION

      This book will teach you how to trim your sails and rig in the best possible way. Aerodynamics constitutes the theoretical background for most books on sailing, but the reader should not be discouraged if this all seems a little daunting as it is not necessary to have an in-depth understanding of this subject in order to get good results.

      Aerodynamics is a difficult scientific field of which few yachtsmen have in-depth knowledge. 'Experts' abound and try to explain sail and rig workings using the latest fashionable theories. Some of these theories are imprecise and do not stand the test of time. Frequently they apply to particular cases but cannot be applied in general. Lessons learnt from experience and observation are usually more valuable than the blind application of some advanced scientific theory that may have a poor link to what you are actually doing out at sea.

      In this book I have tried to distil those theories and rules of thumb which are commonly agreed upon in the sailing community. Having said this, I feel strongly that careful observation and common sense are the best shipmates to have on board. What distinguishes this book from the majority is the short, focused text with illustrations. My aim has been to make it easy to find, understand and remember the information you are looking for.

      This book has been inspired above all by North Sail's Fast Course™, but also by many other books on sail and rig trimming, too numerous to list. No doubt it can be improved and I will be most grateful to anyone who should be motivated to send me corrections or comments.

      To the reader and sailor, I wish you good sailing and good luck!

      Ivar Dedekam

      GENERAL, GENOA & MAINSAIL TRIM

      Illustration

      AERODYNAMICS

      How can a boat possibly sail to windward? Well, it can’t sail directly into the wind, but it can be driven forwards with the wind 30-45° on the beam.

      Hold a strip of paper close to your lower lip and blow along the strip’s surface (Fig.1).

      Illustration

      The speed difference of the air on the two sides of the strip will create a suction that will lift the strip of paper upwards.

      Illustration

      The same happens when air flows along a sail (or an aeroplane wing) (Fig.2). The shape of the sail forces the airflow on the leeward side to take a longer path than on the windward side. Therefore the air has to increase its speed on the leeward side of the sail, resulting in a lower pressure than on the windward side. (Bernoulli’s principle states that an increase of speed in a fluid flow gives a pressure decrease.)

      In effect a sailboat may be 'sucked' through the water due to the low pressure on the leeward side. Conversely a slight increase in pressure will act on the windward side.

      Illustration

      The total sail force may be split into two components, namely lift and drag as shown in Fig.3. The lift acts at right angles to the wind and the drag acts in the wind’s direction. Both lift and drag increase with windspeed but drag increases faster. As a consequence, different sail shapes have optimum lift / drag ratios at different wind speeds.

      When sailing to windward (beating / close reaching) lift should be maximised and drag minimised. With the wind abaft the beam (broad reaching and running), however, drag works in the right direction and contributes to boatspeed.

      Illustration

      Take a look at Fig.4 where total sail force is once more split into two components, in this case drive force aligned with the direction of movement and heeling force aligned with the boat’s beam. The heeling force will tend to push the boat sideways.

      To optimise performance sailing upwind, driving force should be maximised while heeling force is kept below certain limits.

      An efficient keel is a major factor in a boat’s ability to point high into the wind. This is because it resists leeway (sideways movement through the water). The keel is also weighted to resist heeling.

      The keel (and the rudder) act in the water as the sail does in the air. The water stream flows across the keel at an angle due to the boat’s leeway. A lift will therefore be generated. This lift works against and reduces the leeway. On a reach or a run, with little or no leeway, the lift of the keel disappears.

      Wind crossing the sail should nearly align with the leading edge at a small angle of incidence. Too large an angle of incidence will cause the air to separate from the sail creating large vortices.

      Illustration

      If the point of separation moves too far forward, the sail will lose its lift completely – it will be stalled. The boat will rapidly lose its speed. A turbulent trail of air will then minimise drive and increase heeling force.

      If the boat is pointing too high into the wind (small angle of incidence) the sail 'back winds' and may flap in the area near the luff – it will be luffing.

      A good sail setting test is to ease the sheet until the sail luffs and then pull it in again until it just stops.

      Note that it is more difficult to identify a stalled sail than one that is luffing as the appearance of the sail does not change. Stalling a sail is a common beginner’s mistake.

      Generally we may say that the sails are most efficient when they are on the verge of luffing.

      Illustration

      Fig.6 shows how any single force can be described by two component forces within a parallelogram. Two component forces can also be combined into a resultant force. This principle is also valid for wind velocities (Fig.7).

      Illustration

      You may split a force (or velocity) in any direction you wish so long as the parallelogram principle is followed, as shown in Fig.6 (you don’t need to understand why). It can be very useful to show a force as two component forces. You may then see how this force acts in specific directions (e.g. the split into a driving and a heeling force in Fig.4).

      If you are motoring ahead at 10 knots on a dead calm day, you’ll feel a wind of 10 knots (c. 5m/s) in your face. This apparent wind will be equal in strength but opposite in direction to the movement of the boat. The real wind, which we call true wind, in this example is 0 knots.

      Apparent wind (relative wind) is a combination (i.e. the vector sum) of true wind and boatspeed. You can find the apparent wind in this way: Draw the true wind and boatspeed with correct direction and speed (scale used in Fig.7 is 1cm = 1m/s) and draw the parallels as shown. Apparent wind will then be the diagonal in the parallelogram.

      Note that due to boatspeed the apparent wind comes more from ahead than the true wind.

      Exceptions are when heading directly into true wind (motoring) or directly away from it (on a run). Note the large difference in apparent wind strength when beating upwind compared to running (Fig.8). This is the reason why you may feel comfortable when lightly dressed on a boat on a run, while people on another boat going upwind at the same time and place are encountering quite a chill!

      APPARENT WIND

      True Wind – Boatspeed Wind – Apparent Wind

      Note: Boatspeed wind direction is the opposite of boatspeed direction.

      Illustration

      Note that examples H, G & F are ordered in complementary symmetry to examples B, C & D (i.e. mirrored). Note also the large variations in strength of the apparent wind, which is the on-board wind you feel in your face. It varies from 0 to 10m/s even if all the boats are sailing at the same speed in the same true wind strength.

      POINTS OF SAILING

      Illustration
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