The sailing rig of the yacht is jib, mainsail, spinnaker, gennaker, trysail. Bermuda Sail « Home Yacht Yachtyard

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.

Write a review about the article "Bermuda Sail"

Notes

An excerpt characterizing the Bermuda sail

The drawing resistance is determined by stretching the fabric with your hands diagonally, as well as along the threads - along the warp and weft. It is necessary to pay attention to the uniformity of the warp and weft threads, since if they have different densities, for example, like calico, the stretching in different directions will be uneven. From this point of view, for example, fabrics with lavsan are unsuitable for sails. Nylon fabrics, which have very large elastic deformations, cannot be used for almost all main sails.

The first chapter talked about the basic requirements that a sail must meet from an aerodynamic point of view. The simplest way Giving the sail the required shape consists of cutting its luffs with a given curvature - sickles. Sickle sizes for various types of sails designed for medium winds are shown in Fig. 79. For a Bermuda mainsail, the values ​​of the sickles are taken at the upper limit if the mast is not rigid enough, since when it bends the sail becomes flatter.

Rice. 79. Cut the sails to ensure the correct shape of the belly: a - Bermuda mainsail; b - staysail; c - mainsail-guari and gaff; d - rack (the dashed line shows the sickle on the luff in the absence of a boom)

The “belly” obtained by the sickles is located close to the mast - such a sail works well only in fresh winds. For medium winds, it is advisable to move the belly back by 1/3, and for weak winds even 1/2 the width of the sail from the mast. This is achieved by using wedge-shaped tabs (darts) along the seams from the luff. On a sail for medium winds, the tabs are made equal to 1/4 of the length of the seam from the mast, and for light winds - 1/3. The length of the bookmarks is reduced in height, gradually reducing them to nothing. In total, 1-1.5% of the length of the luff should go into bookmarks.

The luff of the mainsail is drawn with a hump, which can increase the sail area from 10 to 30%. A hump of considerable size must be supported by armor, otherwise the luff will twist and create additional resistance.

Staysails that are hoisted on the forestay, or simply stretched at the halyard, clew and tack angles, are subject to distortion of their profile under the influence of the wind. With the luff slack and the luff taut, the belly at the top becomes disproportionately large, and the flow of air flowing off the jib interferes with the efficient operation of the mainsail. Taking this feature into account, the luff of the jib is cut with two sickles - in the upper part with a concavity there is a negative sickle), in the lower part with a convexity (a positive sickle). The concavity prevents the jib from becoming too “bellied” in the upper part, and prevents the luff from bending to windward and from blowing out the mainsail. A small sickle is made along the lower luff of the jib (sometimes in combination with tabs along the panels), the luff is usually straight or slightly concave.

To improve the aerodynamics of the mainsail, a fairing pocket is used, which is used to attach the sail to the mast. When changing tacks, the shape of the pocket is automatically rebuilt and the sail always takes on the desired concave-convex profile.

Even more advanced is a double-layer sail. Between its panels it is possible to place not only the mast, but also battens, bows, seams - everything that disrupts the smoothness of the surface, and it is also easier to sew than a sail with a mast pocket.

Staysails with high clews and Swifts with straight masts, reinforced with spreaders and diamond shanks, are cut completely flat, without bookmarks. The belly of the sail is set by bringing the clew angle closer to the mast, while it will gradually decrease as it moves away from its middle part towards the tack and halyard angles. At the ends of the sail, the pressure difference on its sides will be small, and the inductive resistance will correspondingly decrease. The lifting force of such a sail is somewhat less than the maximum possible, but on sharp courses this loss is compensated by a decrease in drag. The yacht will go against the wind not only faster, but also with less drift and roll.

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: Finnishpurje or Karelian.purjeh where 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" Dutchzeilsail. Obshcheger – M., English; sail German; Segel- sail. Obshcheger – M., etc.; segel scand.segl< . Ancient Germanic borrowing lat.sagumorsagulumshort military cloak, related lit.segti cut off, rus. flog,* i.-e.sec

||cut off. Windage, and. Windage, canvas sailboat , m.sail( nsv. 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.b Ermudsky P.

to the axle is a sail, which is tied with the lower luff to the boom, and with the luff to the mast.Ve rkhniy P.

to the axle is a sail, which is tied with the lower luff to the boom, and with the luff to the mast.A sail located above the lower ones, i.e. above the foresail and mainsail on ships with straight rigging.ice th 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.h adniy P.

all sails on main and mizzen masts Kosoy P.

A sail that is placed along the ship. th Latin 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 countries Arab world before the beginningXIX

V.; these days - on the simplest small sailing ships.l flying P. in the upper sails, which rise between the masts directly from the deck; temporary, additional, not permanent .

windagen Izhny P.

fock and mainsail for ships with direct rigging.Owould chny 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.P . straight 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.With sleeping P.

n bad, weakly inflated sail, not working at full power.w brake P.

with a shield made of thick canvas, smaller in size than usual.knownka 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.

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 in the lower part 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 lard (such lard in our markets is called interior lard).

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 the geometric characteristics of a sail, it may be discovered 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 maximum depth 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 perform 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 large sizes of linings when designing 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 curvature, 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.

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

The simplest sail is a piece of material made from threads of natural or synthetic materials. Larger sails are sewn 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 cross-section, and develops the greatest useful force.

Synthetic fabrics are used to make modern sails. In some cases (for example, to make sails for windsurfers), not fabric, but a durable film is used. 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 wing placed vertically and use the power of the wind for the same purposes as a sail. Such structures are sometimes installed, for example, on sports boats (also, by the way, quite different from the ordinary boats familiar to most) in order to achieve speed records on the water. Having very little in common with a stretched piece of material, these wings are nevertheless called, due to their inertia, either a “rigid sail” or a “wing sail”.

Types of sails

Straight sails - sail, which are placed across the ship and attached to yards that rise to masts and topmasts. They look like an isosceles trapezoid. The big ones are armed with them sailing ships: ships, barques, barquentines, 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 rake reaches the deck; tack is taken over it.

Bermuda sail

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

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

Luger (raik) sail- a type of oblique sail.

Sail most often in the shape of an irregular trapezoid, the upper luff is attached to the rake, the lower luff is attached to the boom.

Other

Sail parts

A drawing showing the names of the parts of a sail.

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 forward motion ... Wikipedia SAIL - A propulsion device designed to convert wind energy into useful thrust of the vessel. It is a panel of linen, cotton or synthetic fabric, mounted on the parts of the spar, which is placed across the vessel (straight P.) ... ...

Marine encyclopedic reference book

Marine encyclopedic reference book

Marine encyclopedic reference book

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

Marine encyclopedic reference book

Marine encyclopedic reference book

Oblique sails are sails that are placed in the center 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°. Oblique sails also include triangular sails.... ... Wikipedia Bermuda: The Bermuda group of islands Atlantic Ocean Bermuda shorts are the name of the shorts. see also Bermuda Triangle