sail shapes. Sailing armament of a gaff schooner Main sails - mainsail and staysail

Sailing armament used to generate thrust to propel a ship using the wind. Consists of spars and sails. Sailing weapons may be different. There are dozens of types of sailing equipment. We will not consider them now. For the most part, you will be dealing with a very common type of "Bermuda sloop".

Sailing equipment "Bermuda sloop".
Main and additional sails.

head angle
sorcerers
Luff
Tack angle
Geek sheet
Staysail sheet
clew
sorcerers

Main sails - mainsail and staysail

Staysail

head sail in Bermuda rigging. Genoa or Genoese staysail, staysail, storm staysail - all these are the names of the front sail.

Furling staysail

One sail for any wind force. When the wind intensifies, its area can be reduced by twisting it partially around the forestay with the help of a cable and a furling drum from the cockpit.

Furling of the staysail- a mechanism, a drum that allows you to wind the staysail on the headstay. The furling of the staysail allows you not to put on or take off the sail every time you leave or approach the parking lot, but simply wind it on the stay. Its disadvantage is that it is not optimal for all weather conditions.

Staysail on carabiners

The replaceable staysail is fastened on carbines (raks) to the forestay. Such fastening is reliable and will not allow the sail to fall when lifting or lowering. It can be quickly changed to a smaller or larger scale sail. Such a sail is convenient for long journeys, but not convenient for regattas.

Staysail on the headstay pier

Replaceable sail, can be folded without furling the staysail. A luff cable is sewn into the luff, which is held in the luff groove of the headstay pier. Stad-pier plastic or aluminum bar on the stay. This staysail provides the best dynamic performance, but is difficult to roll on yachts over 35 feet. They control the staysail (transfer it from side to side) with the help of staysail sheets tied on the clew of the sail, and carried out along different sides of the yacht.

Grotto

The mainsail sail is located behind the mast.
The classic mainsail is lowered and raised with a halyard over the top of the mast. Small yachts sometimes use a patent reef, a swivel design that allows the mainsail to be wound onto the boom.
When the wind increases, the area of the grotto is reduced - “they take reefs”. The mainsail is partially screwed into the mast or onto the boom (with a patent reef). If the mainsail is classic, the sail is lowered on the halyard and the formed "pocket" of the reef is picked up with shters.

The mainsail can be retracted to a spin located inside the mast.

Geek sheet- tackle, which is controlled by the boom and, accordingly, the mainsail.
Sheet boom carriage and sheet boom - grotto control gear.

Sail parts

head angle- the upper one, they raise the sail for it.

clew- in the grommet of the clew, sheets are tied to the staysail, which control the sail

Tack angle- front, shows which tack the yacht is on

Shkatorina- the edge of the sail, can be rear, front and bottom.

Additional sails

Spinnaker

Spinnaker- a light sail of a large area, sewn from nylon. It is used for full courses - jibe and backstay.

Spinnaker carried on a special mast - a spinnaker boom

gennaker

The gennaker is an asymmetric spinnaker, a hybrid between a genoa and a spinnaker. With a spinnaker, it is similar in that it is not attached to the stay, it is just as light and large in area. It, like the genoa, is attached to the bow of the yacht or on the bowsprit behind the tack. He doesn't need a geek. It is much easier to control than a spinnaker

Storm sails

Trisail and storm staysail

They are sewn from a very dense fabric of a smaller size compared to the main sails.

Trysail- storm grotto, a small area of very dense fabric. The trisail sail is used instead of the mainsail, but it is not attached to the boom, but is steered from the cockpit with two separate sheets.

Residents of the French town of Douardene, with a few exceptions, are somehow connected with the sea, fish processing, and ship repair. They were especially interested in “Saint Nicholas”, built according to old drawings in Petrozavodsk. Local experts watched with great curiosity as Karelian craftsmen sewed together a fishing boat from home-made blanks before their eyes. And on the dry land, we ourselves witnessed how the Bretons eliminate the leak of a wooden hull.

None of us had ever had to get up on the dry land, that is, on the bottom of the coastal shallow water, which is exposed at low tide. You can work on the site only before the high tide - a little more than three hours. On that day, the height of full water reached 4 m. With the beginning of low tide 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 eye in the center of the green coastal lawn, a back kerfal was laid and secured. All available fenders were hung on the starboard side. We did everything that was ordered by the Breton, appointed by the harbor master to the role of chief for drying. The water went down pretty quickly. Easing the ends, we waited for the yacht to touch the fake concrete.

Shortly before this moment, the spinnaker halyard was slightly fitted so that the Flora received a slight roll and, as it were, leaned against the wall. Then, from the shore, it was ordered to secure the spinnaker halyard with tight hoses of a strong end in the girth of the mast and a powerful bracket of the ladder, embedded in the wall.

The crew was obliged to leave the yacht and not to go down on it without urgent need. Despite the early hour, the first on the concrete of the site were the young offspring of the fishermen. Hole miners, moving around the site waist-deep in water, extracted small marine life from it with nets.

We followed them - sank into the water and began to look for “tears” from the bilge water flowing from the grooves on the underwater part of the yacht. “Tears” turned out to be less than expected. Probable leaks were outlined with a felt-tip pen. Then the drain plug was unscrewed, the hold was drained, and two young Bretons set to work. They cut down a little tree in the lower part of the sheet pile belt and, in a damp way, cut a bar into the cutting with sealant and screws.

Two more small patches of veneer on sealant and nails appeared on the aft valance. And the main useful time spent on the dryer was spent on sealing the thinnest cracks in the junction of the sternpost with the counter-timber ... natural mutton lard (such lard is called interior lard in our markets).

The Bretons alternately drilled two large-diameter holes in the tree and, with lapped wooden “pistons”, began to send this stuffing through them to the junction of the bars: the fat was hammered like wads into an old pistol, with the only difference being that a sledgehammer was used in the work.

When evaluating geometric characteristics sails, it may be found that its profile and fullness of the belly do not correspond to the wind conditions in which the sail is supposed to be used, or it is not suitable for a mast of a certain stiffness or for a given crew of 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. Apart from personal experience, a comparison of the geometry of the sail and its individual panels with a sail that gives the maximum effect under given conditions can serve as a guide in this matter.

If the sail is too flat or, conversely, too full, then most often, to fix it, you have to rip the profiled panels at the seams and cut them along the curved edges. Then it is required to sew the ripped 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. It is often 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 the 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 of the mainsail is due to a discrepancy between the characteristics of the bending of the mast and sickle along the luff. To solve this problem, it is necessary to find out what is more expedient - to replace the mast or alter the sail.

Sometimes, during operation, the maximum profile depth moves towards the leech, while the sail loses efficiency. Such a 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 edges of the panels in this area. Similarly, they do with a sail that has excessive fullness near the luff. One of the most common mainsail defects is:

Weak back luff.

What is manifested in its vibration in strong winds and falling off the edge of the sail under the wind in extreme conditions. The reasons for these phenomena may be: incorrect sail sewing technology - the fabric near the leech is not stretched enough; sail area and wind loads do not match the strength of the fabric; unnecessarily large sickle, periodic application of significant efforts to the leech when lowering the sail; too stiff bowline or stiff fabric at the leech.

The described defect is corrected with the help of bookmarks. Their length should overlap the width of the defective section of the luff by 100-150 mm, and the value "c" should be 1-5 mm (Fig. 1, a). This work is recommended to be carried out in several stages, so as not to get an unnecessarily “closed” leech due to tabs of excessive size.

Through the use of wedge-shaped cutouts, bookmarks, it is possible to remove excess, deformed by stretching, material near the leech (Fig. 1.6). The sickle, outlined by the smooth line of the luff, can be replaced by a broken line - in the form of segments connecting the ends of the armor. These lines are recommended to be made 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 of softer material, larger ones to stiffer sails. Sometimes the reason for the leech falling off into the wind is the low rigidity of the mast in the longitudinal direction (Fig. 2).

In this case, one should try to correct the operation of the mainsail by replacing the mast or by appropriate tension of the standing rigging. Staysails are sewn with a concave leech, which allows for the efficient operation of this part of the sail.

If you want to increase the rigidity of the leech, you can increase its concavity, but not more than 2% of the length of the leech. The maximum concavity arrow is located closer to the head angle (especially for sails designed for strong winds).

Excessively tight luff of the mainsail.

Causes premature separation of the air flow from the sail, while reducing the aerodynamic force developed by it. The main reasons for this defect are: strengthening the leech when sewing the sail under pre-tension or using a material for it with different stretching characteristics compared to the main material (Fig. 3, a).

Errors in profiling panels at the leech in the form of a sharper change in profile (Fig. 3.6); excessively large sizes of linings when designing the leech 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 sail material.

This is usually achieved by positioning the base of the reinforcement material at a slightly different angle than the base fabric of the sail with respect to the applied forces. In the second and third cases, the profile of the panels near the leech must be changed by reducing the curvature of the edges to be sewn or the size of the tabs in the same area. To do this, it is necessary to open the seams of the profiled panels and, after correcting the profile, stitch again.

If the sail is too full for the given weather conditions, then it is inevitable that it be redrawn or replaced with a flatter one. An overtightened leech of the staysail has a greater negative effect than a tight leech of the mainsail. In addition to the fact that the jib does not work well, it directs the air flow to the lee surface of the mainsail, worsening its profile and traction.

For a staysail, the causes of excessive leech tension are the same as for a mainsail. therefore, the methods of their elimination are similar. It is also recommended to increase the concavity of the leech of the staysail, but not more than 2 % from the length of the stem.

Front luff defects.

The defects of the mainsail and staysail include an incorrect profile in the first third of the sail - the displacement of the maximum of the belly to the mast or to the leech (Fig. 4, a); incorrectly selected sickle configuration (convexity or concavity) 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 cut it to a length approximately equal to 1/3 of the sail chord in this section, then fix the edges of the panels in the same way as when eliminating defects in the sail profile. In the second case, with excessive curvature of the positive or negative sickle in the upper part, the leech can become “closed”, the sail will twist less in height.

With insufficient curvature of the sickle, twisting increases, the leech becomes “open”. In accordance with the nature of the defect, it is necessary to correct the configuration of the sickle along the luff (sometimes it is required to change the profile of the luff along the entire height of the sail).

The most common defects in the leech of the mainsail.

They are an incorrect profile of the rear third of the sail (with a large curvature, a “closed” leech is formed here, and with a small curvature it is too open) or an incorrect profile of the entire luff, which causes deformation of the sail profile when it moves from the boom to the main part.

In the first case, approximately 25 % the rear part of the leech profile, in the second - it is necessary to correct the outline of the leech along its entire length. The leech of the staysail can be either too loose or too tight; to have both an excessively large and an excessively small sickle.

The first two defects are corrected by making new tabs when the luff is too weak or by releasing the existing tabs in this area if the luff is too tight. The total width of tabs should not exceed 5 % luff length, and the ends of the tabs should not cross the line connecting the clew and tack of the sail. It is advisable to reduce the staysail luff sickle only if it really interferes.

Defects in the corners of the sails.

They are expressed mainly in the form of wrinkles emanating from the angle of the sail under consideration. Near the clew of the mainsail, wrinkles may appear due to:

Excessive curvature of the luff profile near the clew (Fig. 5, a);

Excessive tension on the leech, especially if it has a slight bulge near the clew (Fig. 5.6);

Too long lower batten and the maximum of the leech sickle, displaced to the clew (Fig. 5, c);

Incorrect location of the grommet (Fig. 5, d).

Wrinkles caused by excessive curvature of the leech profile near the clew can be eliminated by reducing the curvature of the profile. If the leech is overstretched, bookmarks are given (reduce their size) near the leech or panels are re-profiled in the same area. Eliminating the excess sickle, it is recommended to simultaneously reduce the length of the lower batten.

Wrinkles at the tack of the mainsail can be caused by incorrectly installed piping on the boom (Fig. 6, a), excessive curvature of the leech and leech near the corner (Fig. 6, b), and an incorrectly set grommet (Fig. 6, c). In the first case, the binding must be rearranged so that when the tack of the sail is attached to it, excessive forces are not created that strain the fabric of the sail.

In other cases, it is necessary to change the curvature of the profile of the front and lower luffs at the tack angle or rearrange the grommet. Wrinkles at the head of the mainsail in most cases appear due to improper fastening of the headboard to the sail or the wrong direction of the mainsail-halyard pull (Fig. 7).

In the first case, it is necessary to disconnect the halyard board and fasten it to the straightened sail, in the second case, move the halyard attachment point on the board closer to the mast. Wrinkles at the tack angle of the staysail occur when the tack thimble is poorly sewn into the sail material (Fig. 8, a, b) or the foot of the staysail has a large curvature at this angle.

An incorrectly placed thimble must be redone, and wrinkles caused by a large curvature of the luff must be eliminated by reprofiling and using a technological backfill in the tack (Fig. 8, c). On tacking in strong winds, wrinkles often appear at the clew of the staysail. This is caused by uneven transfer of force from the sheet to the sail.

To eliminate these wrinkles in the clew, it is recommended to put a reinforcement - a bow of the maximum size and made of thick fabric. The fabric in the bow should be oriented in such a way that the warp threads coincide with the direction of the acting forces. Eliminating wrinkles in the corners of the sails is a very laborious job, so it is worth doing it if you are sure that wrinkles impair the aerodynamic efficiency of the sail.

Sewing defects in sails.

Moving the panels along and across in the process of stitching them causes a distortion of the sail profile, the appearance of wrinkles, the presence of areas with excessively stretched and too weak material. The maximum arrow of the profiles on the panels ranges from a few millimeters to a dozen and a half millimeters.

One can imagine what a relative error 2-3-millimeter displacements of the cloth give when sewing! To eliminate such malfunctions, it is necessary to open the defective section of the seam and 200-250 mm on both sides of the defect, then apply the correct profile of the panel contour and carefully sew the ripped section. It is recommended to fix the panels with adhesive tape.

Sewing with an incorrectly adjusted machine causes wrinkles along the stitching. Such a defect is more common in spinnakers and is eliminated, as in the previous case. If the lyktros is under tension relative to the base material during initial molding or has contracted during service, wrinkles appear along the luff or leech.

To eliminate them, it is necessary to unfasten the lyktros from the sail, then sew it on, having previously secured it. Wrinkles may be caused by a grommet placed too far away from the lyktros. It should be put in a new place, closing up the old 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 completeness of the spinnaker profile only due to a corresponding change in the shape of the edges of individual panels (Fig. 9. a, b). A similar method is used to correct the fullness of the upper or lower parts of the spinnaker.

As with mainsails, a spinnaker can have profile distortion near the leech and, in addition, mid-profile distortion. These defects are also eliminated by changing the profiles of panels in the respective areas.

Wrinkles at the clew and bow corners of a spinnaker arise mainly due to the uneven transmission of forces from the running rigging gear to the sail and the large curvature of the leech near these corners. The elimination of these defects begins with the setting of reinforcements - bows in the corners of the sail. Their dimensions should be made the maximum allowed by the rules for the construction of yachts of this class and the maximum number of layers of fabric allowed. To improve the distribution of forces from the sheets on the sail, it is advisable to make bows, as shown in Fig. 10. If necessary, you can adjust the luff profiles near the corners.

However, there is evidence of the use of sails in land transport - for example, the sail was widely used to provide auxiliary propulsion on wagons in China.

The simplest sail is a piece of fabric made from threads of natural or synthetic materials. Larger sails are sewn together from several pieces. Before stitching, the panels are shaped in such a way that the finished sail, installed in its place and filled with wind, has a well-streamlined convex-concave shape, resembling a bird’s wing in a section, and develops the greatest useful force.

Synthetic fabrics are used to make modern sails. In some cases (for example, for the manufacture of sails for windsurfers), not a fabric is used, but a durable film. There are also more complex and expensive sail manufacturing technologies, in which the entire sail is made not from pieces of fabric or film, but from high-strength synthetic threads placed between two layers of film along the lines of action on the sail of the greatest loads.

There are also structures that are completely different from an ordinary sail, which are a vertically set wing and use the power of the wind for the same purposes as the sail. Such structures are sometimes installed, for example, on sports boats (also, by the way, quite different from ordinary boats familiar to most) in order to achieve speed records on the water. Having very little in common with a stretched piece of matter, these wings, however, are called by inertia either a "rigid sail" or a "wing sail".

sail types

Straight sails - sail, which are placed across the vessel and attached to the yardsrising on the masts and topmasts. They look like an isosceles trapezoid. They arm large sailing ships: ships, barques, barkentines, brigs and brigantines.

It looks like a right triangle. The upper side (hypotenuse) is attached to the rail, tilted forward. The front end of the rail reaches the deck; tack is taken for him.

bermuda sail

bermuda sail- a triangular sail stretched between the mast and the horizontal boom.

At the moment it is the most common type of sail. In terms of ease of control, setting and traction characteristics, it is the undisputed leader.

Luger (rake) sail- a kind of oblique sail.

Sail most often in the form of an irregular trapezoid, the upper luff is attached to the rail, the lower - to the boom.

Other

Sail parts

Drawing showing the names of the sail parts.

Wikimedia Foundation. 2010 .

See what "Bermuda sail" is in other dictionaries:

This term has other meanings, see Sail (meanings). Sailing vessel A sail is a fabric or plate attached to a vehicle that converts wind energy into translational energy ... Wikipedia

SAIL- A propulsion device designed to convert wind energy into the work of the ship's useful thrust. It is a panel of linen, cotton or synthetic fabric, mounted on the details of the spars, which is placed across the vessel (straight P.) ... ... Marine encyclopedic reference book

Sailboat A sail is a fabric (see canvas) attached to an object or a plate that is stretched relative to the wind so that its pressure creates a force that sets the object in motion. As a rule, the sail is used for ... ... Wikipedia

Oblique sails are sails that are placed in the diametrical plane along the ship. They have many varieties. Unlike straight sails, they allow the ship to sail steeper to the wind, at an angle of up to 20°. Triangular sails also belong to oblique sails. ... ... Wikipedia

Bermuda: Bermuda is a group of islands in the Atlantic Ocean Bermuda is the name of the shorts. see also Bermuda Triangle Bermuda sail Bermuda sloop Bermuda schooner Bermuda puffin Bermuda juniper Bermuda grass Bermuda stock ... ... Wikipedia

The types of sailing equipment are quite diverse and depend mainly on the conditions in which the ship will sail, and on its size. The armament of sailing ships differs mainly in the shape of the main sails.
Large sailing ships wore (and still wear) the so-called straight sails. They have the shape of a trapezoid and rise on horizontal rails, located symmetrically to the mast and in front of it. Under such sails, the ship goes well only with a fair wind; it can go to the wind only at a large angle - about 60-70. On sports yachts, straight sails are not used as the main ones, but on large cruisers sometimes they put a direct additional sail on a fair course, called briefcom.
Sports sailing yachts are armed exclusively slanting sails, which are located on one (rear) side of the mast and are attached to it with the leading edge. Skewed sails provide much better upwind power than straight sails.
There are several types of slanting sails.
Quadrangular gaff sail(rice. 12, in and 13 , A) It has gaff- inclined spar tree, one end resting on the mast. The upper luff (edge) of the sail is attached to the gaff. The luff of the sail is attached to the mast and the luff to the mast. geek, horizontal spar tree, which with the help of a swivel (hinge). connected to the mast. A type of gaff sail is a sail guari with a very long gaff (often longer than the boom and even the mast), standing almost vertically.
On small yachts, mainly on open dinghy sailing dinghy, they sometimes put rake or sprint sail. They have a gaff replaced rake, to which the luff of the sail is tied, and its front end freely extends forward beyond the mast ( rice. 12, A), or sprint- a pole that stretches the sail, resting its lower end against the mast, and the upper end against the corner of the sail diagonally, as on the children's dinghy "Optimist" ( rice. 12, b).
About 40-50 years ago, almost all yachts were armed with gaff sails. Now they use triangular Bermuda sails that are easier to handle and provide better traction.
bermuda sail (rice. 12, d) does not have a gaff, which facilitates its setting. Its front luff is attached to the mast, and the lower one, like that of a gaff sail. - to the boom.
According to the number of masts, yachts are divided into single-masted and double-masted. Single-masted ships are cat, sloop and tender; with a two-masted-iol, ketch and schooner. Sports yachts rarely have more than two masts. Exceptional in the practice of racing was the participation in the races of singles across the Atlantic in 1972 of the three-masted staysail yacht-schooner "Vandredi 13" with a length of 39 m and a windage of about 100 m 2.
Kat has one mast and one sail, called grotto. The cat's mast is relatively close to the bow. Kat is a very simple weapon, but it is used only on small yachts - sailing up to 8-10 m2. With a larger windage, it is inconvenient - the sail turns out to be high, therefore, the force of wind pressure on the Sails is applied relatively high. The yacht has to be made wide, with increased stability.
In the USSR and in most European countries, ket ( rice. 12) - the dominant armament of single racing dinghies, which is controlled by one person (for example, dinghies of the OK, Optimist and Finn classes).
To reduce the sail height and increase the stability of small and medium-sized yachts (sail up to 60m 2), they are most often armed with a sloop ( rice. 13).
Sloop- this is armament, in which the yacht, in addition to the mainsail, carries another front sail, called staysail. The sloop can be hafel or Bermuda.
The Bermuda sloop is now the most common rig for small to medium sized yachts. Among the Bermuda sloops, two varieties can be distinguished: a normal Bermuda sloop (or, as it is often called, "three-quarters", since the staysail usually reaches 75-80% of the height of the mast) and the Bermuda sloop with a top staysail (the staysail rises along the forestay going to the top of the mast). The first variety is typical for racing, and the second - for cruising and racing yachts ( rice. 13, b And V). The gap between the mast and staysail is called the front triangle.

Tenders, like sloops, can be hafel and Bermuda. Hafel tenders most often have a mast that is not solid, but consists of two parts: a mast and topmasts(extension to the mast from above, which can be lowered).
Two-masted rigs (Fig. 15) are used on large cruising yachts, where it is important to have an even lower windage than tenders to reduce roll. In addition, the distribution of the total windage over several sails makes it easier for the crew to work with them, which is especially important on long-distance yachts. The purely marine advantages of two-masted yachts are very great: by removing certain sails, you can immediately reduce the windage, and by combining these sails, you can adapt to a wide range of wind forces without taking reefs.
Not very large cruising yachts (50-100 m 2) are in most cases armed with iol or ketch. The Iol has a short rear mast (mizzen mast) which is mounted behind the rudder head.

The sail on this mast is called a mizzen. Iols can be either hafel or Bermuda.

Note that for all two-masted yachts with oblique sails, the type of armament is determined by the shape of the mainsail. So, if the iol has a hafel grotto, it is called hafel, regardless of what kind of mizzen is on it - hafel or Bermuda. The mizzen area on the yol is usually 8-10% of the total sail area of the yacht.
Katch differs from the iol in a larger mizzen, having an area of 15-25% of the total windage, and in the fact that the mizzen mast is ahead of the rudder head.
Like iol, ketch can be Bermuda or hafel. Sometimes a catch has a mainsail without a boom, with a clew located at the top of the mizzen mast. The lower gap is then filled with a large mizzen staysail. Such cages are called staysail (rice. 15, b). A mizzen staysail can also be in an ordinary catch or iol, only in this case it must be removed when shifting the mainsail from one side to the other.
On iols, the mizzen is more of an air rudder than a sail, in addition, in some cases, the iol is more convenient in terms of crew work on deck and visibility for the helmsman.
Schooner has a rear mast higher than or equal to the front. The forward mast of a two-masted schooner is called foremast, and the back main mast. The sails are named accordingly foresail and mainsail. Schooners, like other yachts, can be hafel and Bermuda. Bermuda schooners are often armed with a hafel fore (at the same height as the Bermuda fore, it can have a larger sail area than the latter). There is a kind of Bermuda schooner - staysail schooner (rice. 15, G). This schooner does not have a foresail. The gap between the fore and main masts (an inter-mast quadrangle) is filled with one or more oblique triangular sails. As a rule, the largest yachts are armed with schooners - with a sail area of more than 150-200 m 2.

Content
	From the authors Introduction Sailing in Russia
	Sailing yacht classification The main parts of the yacht Types of sailing yachts Differences of yachts in the shape of the hull		Differences in yachts by type of weapons Sports classification of sailing yachts Soviet classification
	The device and armament of the yacht Frame		Key parts of a wooden yacht set Sheathing and decking Steering gear and daggerboard
			Additional and storm sails Particular things and equipment of the yacht Sailing yacht supplies
	Rigging work Rigging terminology General information about cables Rope dressing Rope strength	10	Stamps Dissolution of coils and storage of cables Rigging tool Knots
11	Splash and lights Buttons benzeli	12	Service Some work with sails Some other rigging
13	ship work Vessel wintering Preparing for a yacht repair	14	Hull and armament repair Painting works Launching and arming the yacht
15

There are plenty of factors influencing the choice of sailing equipment. Here, as in any field, it is impossible to create an ideal weapon. Different sails are suitable for different purposes. But due to habit and stereotype, on most yachts we observe the armament of the Bermuda sloop. Try a manufacturer to offer a completely unusual sailing rig, even if it meets a specific request better than the classics, and he will simply lose his customers.

So another of the most important reasons to start is the opportunity to choose the right sailing equipment for yourself. 🙂

The desire to be the first is an important factor in today's progress, including in yachting. Sailing syndicates of top regattas (America's Cup, etc.) invest heavily in testing, designing and building perfect race cars (the budgets of participants in the 33rd America's Cup draw exceeded half a billion dollars). It is logical that successful ideas in the field of new trends in sailing equipment are broadcast to mass boats. But how correct is this, because at least two factors must be taken into account: racing cars initially go in a completely different swimming mode, and not all cruisers are chasing speed.

Let's get back to the history of sail development in the Old World. Literally 100 years ago, when the steam engine had not yet won success with merchants, it was straight sails - narrow and low - that were “in vogue”. They dispersed ships well, especially on passing courses, but were very bad tackers. Small fishing vessels and the first yachts pursued slightly different goals, and besides, due to their smaller size, they made it possible to use more complex designs in weapons. The gaff armament was a classic. But soon the engine finally "won" the sail, which remained only on yachts used for recreation, entertainment and sports. And for racing yachts, a new requirement is presented - to walk flawlessly in the tack. It is the tacking that today is decisive for winning the classic racing distances.

So yachtsmen abandoned the gaff, and the profile of the sails is becoming narrower and higher - Bermuda sails are gaining popularity.

And although in the 60s of the last century, Cheslav Markhai proved that the shape of the guari-type sail is more effective than the Marconi sail (Bermuda on a rigid mast), it still takes time for ellipsoid-shaped sails to replace Bermudian ones. Today, technologies and materials make it possible to create spars and rigging without any problems, thanks to which the masts bend perfectly and do not create too much aerodynamic resistance, but in principle, there are still rigid masts and triangular inefficient sails on mass yachts. True, not because technology does not allow it today, as it was 40 years ago, but because it is now convenient to turn the sails into the mast, but the mast must be even.

The breakthrough came in 2000 when the Dutchman Jens Nickel proved the effectiveness of the wide mainsail. The improved aerodynamic shape with a large main hump had more thrust, and, surprisingly, less heeling force with a larger area. The yaw rate of the yacht has also decreased significantly. Nickel explains that although the CG of such a sail has become higher, but the CG, on the contrary, has shifted down. And it is no coincidence that it was Jens Nickel who came to this conclusion - the Dutch fishermen from the old days used a short curved hafel, which allowed the sailing rig to develop high traction.

However, the evolution of the sports sail continued. Elliptical sails are no longer in vogue. The modern mainsail has a pronounced knock-benzel angle, and the uppermost through armor is very reminiscent of a gaff. At the America's Cup, such weapons were first demonstrated in 2007.

Why is it so, was the most famous sail theorist Cheslav Markhai wrong? No. The elliptical shape of the paws is indeed the best. but only under ideal and stable flow conditions. But yachts move on a rough sea, and practice makes its own adjustments.

By the way, there are small nuances, but we must understand that modern sports weapons can no longer be correctly called Bermuda, although we continue to do this. The mainsail today has a pronounced luff and four corners.

An interesting solution to today's development of sailing equipment can be considered a class yacht Open 50 Adecco - "Etoile Horizon". It may seem strange to some, but! At the gaff sail, the center of the windage is located below, respectively, with the same area - a smaller heeling moment. Further. Ocean racers have absolutely no desire to tack - this is unprofitable. They need speed, and in order to find the right wind, you can make an extra detour in the ocean, not to mention the fact that initially there is not so much headwind in cross-country races. And here, again, a gaff sail pulls better than a Bermuda sail. Yes, and not so much Bermudian advantage on the tack. This can be seen in the chart here. In general, the Bermuda "beat" the gaff not so much because it is advantageous on the racing part of the race upwind, but due to the lightening of the spar, especially in its upper part. And modern technologies and materials allow not only light masts, but gaffs 🙂

Let's now recall the two-masted weapons. in the 60s of the last century, armament with an iol was considered ideal in many respects. This is a large sail area in the absence of technological capabilities to make high masts, and lighter sails that are easier to work with, and the ability to simply remove one sail instead of taking reefs ... In general, yachts over 12 meters long were all double-masted.

But evolution takes its toll, and due to the lower resistance of the sailing rig, the sloops push the two-masted rig into the past. The successful renaissance of the twin-masted rig was the 1989-90 Widbred round the world race, when Peter Blake and Grant Dalton had an amazing duel, having the advantage on full courses due to the wide and large armament area. But the very next race showed the inconsistency of a two-masted weapon against modern sloops that go into surfing mode.

Up to this point, we have analyzed the evolution of sailing equipment in Europe.

Brief summary: progress has moved the sail from the commercial channel to the entertainment and sports. Design considerations, plus measurement formulas led to the result that we are seeing today. But in the countries of Southeast Asia, sails are completely different. For us, they are not familiar, but what may seem amazing is how much more effective Bermuda sails are. And due to the shape of the sail, and due to the ease of control, and due to the low center of sail.

All about car tuning

sail shapes. Sailing armament of a gaff schooner Main sails - mainsail and staysail

Sailing equipment "Bermuda sloop". Main and additional sails.

Main sails - mainsail and staysail

Staysail

Furling staysail

Staysail on carabiners

Staysail on the headstay pier

Grotto

Sail parts

Additional sails

Spinnaker

gennaker

Storm sails

Trisail and storm staysail

sail types

Other

Sail parts

See what "Bermuda sail" is in other dictionaries:

Content

Sailing equipment "Bermuda sloop".
Main and additional sails.