I understand about staggering overlaps when laying fabric but the above mentioned statement has got me totally stuffed. The plans have apparently been drawn up to comply with the Australian Standard for boat and ship design and construction AS-4132-3. Thank's for the input Sam,Yokebutt I appreciate it, starting to think I should have bought an Alloy precut kit boat instead. Location: Coastal Georgia What's required to conform to standards and what's required to actually work are usually different. Boatbuilding sort of has a reputation as being something that has to be done to NASA specifications.
The picture is one I took in the Dominican Republic in the late '70s and as far as I could tell the operation headquarters was everything under the tree. Location: Australia Gary, sounds like the increase in tape width per edge, say for chines or bulkhead tabbing as Wet feet mentioned, so you might lay a tape of 100 mm then a 140 mm one although its often neater to decrease tape widths from big to small for fairing (but thats a dicussion in itself).
When making potentially dangerous or financial decisions, always employ and consult appropriate professionals. The higher maximum lift coefficient of slotted flaps has been a key factor in their success in C class catamarans, with their sail area limit that precludes the use of spinnakers off the wind.
The relevant telltales are on the lee side, where they are not visible through an opaque rigid wing.
Going back to your original question about efficiency, If a softsail rig is given the same height as a comparable rigid wing rig and designed to avoid separated zones, then there's no fundamental reason why it would be less efficient. The ability to adapt the soft rig to the sailing conditions can give it the edge over the rigid wing rig - adaptability through wing twist was the key to Cogito's success.
In order to reduce weight and maintain stiffness, the spar was straight and located at the maximum thickness of the wing.
Despite its size, the main (forward) element of the wing can be considered to be a leading edge device for the mainsail, just as the mast is for the soft sail rig. That's one reason why twist control on USA 17 is all done with the flap instead of by twisting the main element as was done with Cogito. Location: Cocoa Beach, Florida At least once a day over the past few weeks I have studied the Patient Lady pdf (above) to try to understand the twist system. One thing I don't yet understand on Patient lady is: why is the flap angle of rotation not parallel to the wing axis of rotation and what is the significance of that?
Originally Posted by Doug Lord At least once a day over the past few weeks I have studied the Patient Lady pdf (above) to try to understand the twist system.
Point is that the axis of flap hinges and the axis of the wing rotation are completely different problems. It is useful to draw that axis because the hounds design is a bit more complex than on a simple mast. The primary design consideration for the placement of the flap pivots is the movement of the flap relative to the other elements. The flap hinges on the PL wing are aligned for ease of construction and so that the flap stays straight as the flap is deflected.
Location: NZ Doug, there is a PDF on the net somewhere that seems to have some quite good information on spanwise distribution in relation to RC planes, Ill post a link when I find it again. It appears that the latest Cs have twist control on the main element as well, this brings a couple of questions to mind if one were to build a smaller wing (significantly shorter span), would twist control on the main element give a big benefit? Im guessing the answer to this may be different depending on the prevailing wind conditions and possibly sea state, or more specifically lamina or turbulent boundary layer (wind on sea not wing), with twist control giving a bigger benefit with a turbulent layer due to the larger change in wind speed over the span of the wing. I have not distributed that stuff over the Internet, but I have explained it in public and on tape dozens of time. It is hard to make specific design decisions based on the exact nature of the boundary layer because the boundary layer is quite variable. I think I understand how the twist is induced and controlled, but I'm struggling to figure how the surfaces are twisted without distorting the covering on the wing? Aethon's 100% molded wing has quite a few of these joints to allow for the distortion of the structure due to twist and sag. Location: Sydney, Nova Scotia, Canada Simplified understanding of water displacement resistance in boats. The faster speeds that the water is parted, uses more energy and slows the boat correspondingly. I think its worthy effort to make certain concepts more accessible for a newcomer but unfortunately I fail to see this as a very successful attempt at it. Location: Sydney, Nova Scotia, Canada Please tell me what terms describe it better. You have made some statements, and I fear some amateurish assumptions, that will not withstand informed scrutiny. Some of the physics that you have entertained is sound enough but there are all sorts of variables that will change the outcomes of the preliminary assumptions. Thank you for the effort, but please be certain of the verifiable accuracy of what you write.
So does it follow that the high Cp hull (smallest midship "max water displacement") has the lowest drag as you suggest? So given my limited amateur understanding, your theory does not seem to stack up with the evidence under many circumstances.
Location: Lakeland Fl USA I suspect that the OP is a well meaning person who presumes to share some observations with us. Please spend a bit of time here to learn some of the nuances and realities from the professionals.
Location: Brisbane Sometimes if you THINK you have something figured out and want to check, its a valid response to put out what you think you know to have it scrutinized for accuracy. Location: Delta BC I have been designing boats for about 45 years and there are books that present more logical explanations for this topic. Location: Sydney, Nova Scotia, Canada After looking up a few things commented on above, I see a couple of sentences in my OP that probably need a lot of revision.
Originally Posted by DocScience After looking up a few things commented on above, I see a couple of sentences in my OP that probably need a lot of revision. Take a glance through the latest PWC reviews, or talk shop in your neighborhood showroom, and chances are you’ll hear a fair share of terms related to hull design.
Pick the ones that match your riding style and typical water conditions and you’ve got a winner. Want to get to know the nooks and crannies of your hull…or at least impress your friends at the next beach gathering?
V – Look at a PWC head on and you’ll notice the hull angles up from the bottom centerline, or the keel, toward both the starboard (right) and port (left) sides.
Most of today’s PWC use a modified-V, a hull that has a sharper point at the bow, and then gradually softens as you follow its lines aft. Chines – A hull’s chines are the relatively abrupt corners where the vertical hull side and angular bottom actually meet. Strakes – Look at the bottom of a hull between the chines and you’ll see raised, lengthwise ridges on each side of the keel.
As you might expect, strakes also enhance tracking, as they bite into the water and help prevent sliding in a turn. Though it’s not their primary function, sponsons also enhance stability, and provide a small amount of lift to the stern.
We use cookies to improve your experience on this website and so that ads you see online can be tailored to your online browsing interests. Initiated in the United Kingdom in the later part of the 18th century, spread throughout Europe and the United States in the following era, and finally dispersed to Asia and Africa during the 20th century, the Industrial Revolution left numerous industrial heritage sites around the world.
The mAAN conference of 2011, to be held in Seoul, aims to shed light on the various conditions which industrial heritage sites now face.
In recent years we witnessed various efforts to preserve and revitalize these industrial heritages, and some of them led to meaningful achievements.
In many cases industrial facilities abandoned in industrialized nations are reemployed as core industrial facilities in developing countries. With industrial heritage as the main subject, the 2011 mAAN Seoul Conference will focus on the distinct contexts and conditions of Asian countries’ various industrial sites. Twenty five years after the Bhopal Gas Tragedy, almost all related issues, from its causes to its fallout and legacy remain contentious. The Workshop will be spread over ten days and is structured along the lines of past workshops by m-AAN, in Shanghai 2004 and in Padang, Indonesia 2009.
Bhopal 2011 is an initiative by School of Planning and Architecture New Delhi (India), mAAN (modern Asian Architecture Network), and The International Committee for the Conservation of Industrial Heritage (India).


The results of this workshop will be documented and published in an effort to create a regional think-tank resource of such community-based initiatives related to the built environment.
We kick off mAAN*Y Singapore 2010 with the launch of international ideas competition focusing on implementable community engagement. The competition runs from 8th March 2010 to 31 May 2010 and is open to participants, from any country or territory.
NEWS: Due to overwhelming responses and technical issues in registration, the competitions committee has decided to extend the registration deadline to 22 May and the submission deadline to 7 Jun.
Conference group photo, taken on 25th Feb 2009, at the Alliance Francaise, New Delhi, India.
The fascinating aspect of the modern city and its tenuous existence within the contemporary metropolis is that it not only represents the spatial imagination and technology of the recent past, but is also a receptacle for polarities of privacy and publicity, of native and foreign, of order and chaos and status and hierarchy, that are now being replaced by the simulacra of post-industrial society. Abstracts should be 500 words, with the name of the principal and subsidiary authors clearly indicated.
Abstracts should be E-mailed to the mAAN7 Secretariat ((JavaScript must be enabled to view this email address)) latest by 8th December 2008.
A large number of Asian cities carry evidences of continuous historical evolution, from ancient civilizations to the contemporary urban agglomeration. The session will combine presentations that explore the urban knowledge embedded in modern heritage, and the process by which the conservation and revitalization process can be a enlightening process, informing and assuring the present-day society of its past, uncovering a knowledge that is too valuable to be lost. The modern architectural precinct presents a peculiar set of problems for the heritage conservationist and the city administrator. A significant aspect of the revitalization of modern heritage is the growing need for local participation and collaboration amongst the public and various stakeholders, as well as the active involvement of the government. It is a widely perceived that the process and final outcomes of the revitalization of modern heritage requires the professionals and other stakeholders to have particular skills; intellectual, social and communicational.
Papers would typically address the challenges of education and training for the field of modern heritage revitalization, either discussing and comparing different pedagogical and professional approaches, or sharing case studies that illustrate emerging dimensions of the phenomenon. Dawid DawodIn order to develop a sense of form understanding, detailing and luxury, the field of investigation for me became the design, philosophy and technology of boats.
The result became Amare, a Rigid Inflatable Boat inspired by Italian form language which adds a value in speed, durability and luxury both for connoisseurs and families in the Mediterranean Sea region. House boats have traditionally been an alternative lifestyle for those irresistably drawn to a water bound lifestyle. This completely original boat home seems a bit different than your typical houseboat so we explored it inside and out for a better understanding of this popular phenomenon. The modern interiors equipped with tons of natural light and simple white decor keep an open feel to this compact space.
The view through these windows makes them look like architectural details and the perfect accent color for the space! What we are aboutOur mission is to help people visualize, create & maintain beautiful homes. Follow us for a daily dose of outstanding homes, intelligent architecture & beautiful design. I don't think they do that much even in airplane repair and they are pretty extreme in that field, but the more you taper seams the less visible they will be on the finished product. If the structure comes from the ply and the glass is mainly to waterproof it, I wouldn't worry too much about making 20 to 1 tapers.
Like most things, you can spend a lifetime around boats and still never learn all there is to learn, but that doesn't mean a person has to study for years just to build a servicable boat. I didn't see more than 10 tools, what I remember was a common handsaw, a hammer, a handplane, a brace and bits.
They have dominated the C class cats, but there are comparatively few of those compared to the larger number and greater variety of landyacht wings. However, when a gust or wind shift hits the wing, it will develop lift and drive, causing it to sail forward and possibly capsize. This is a self-sustained oscillation due to coupling between rotation of the wing about its pivot axis and the side-to-side translation as the wing rotates laterally about its mast step due to flexibility or slack in the rigging.
Phil Rothrock solves this problem by having a wind vane forward on the body of his landyacht, with the arms that form the references slaved mechanically to the wing so they rotate with the wing. The ability to add sail area or to reduce it through reefing makes the soft rig the better choice for most application. Deflecting the flap one degree while holding the main element fixed relative to the apparent wind will produce more than 80% of the lift one would get by rotating the whole wing one degree while holding the flap fixed relative to the main element. BMWO wing had a curved array of flap hinges and the flap required a number of expansion joints as a result. The whole thought process started after a few beers at the yacht club last week with one of the R-class guys and after seeing pictures of Adam Mays moth. With the film covered wings this is done by having a fairly stretchy film that can absorb the distortion. Frontal area matters but section area distributions are critically important and influential. Daquiri, Ad Hoc, Tom Speer, Tansl, Laususkas, Par, and many, many, others are consummate professionals from around the globe.
Its far more useful - even for a beginner - to learn concepts and terms like prismatic coefficient and wave making resistance. The design gives a craft a better overall ride, with the sharper bow cleaving through the waves, and the flatter aft section enhancing stability and top speed. Hulls with a softer chine, like Yamaha’s new FZ designs, will roll more easily into a turn giving the boat an inside-lean personality, but sacrifice a little stability. In theory, multiple strakes allow the craft to run higher and flatter atop the water, which is good for speed. Here’s the theory: as a PWC moves forward, water flows along the surface of the hull from front to back. That creates additional points of lift, and in turn, should make the hull plane more quickly.
Formed under different historical, social, and economic situations, industrial facilities are often marked with distinct traits from country to country, and, subsequently, the issue of industrial heritage can only be approached from different social contexts in cases of, for example, a post-industrial European nation and an emerging country undergoing a rapid process of industrialization. Along with architecture of power, religious buildings, and residential architecture, industrial buildings constitute an important part of our architectural past, but neither their value as a cultural heritage, nor their appropriate position in the historiography of architecture, have been fully illuminated.
However, there can be no universal solution to this issue, since industrial remnants of each country are under different political, economic, and practical conditions. It will also search for what unites them beyond individual differences, to outline an Asian value of industrial heritage, which can in turn guide us in seeking appropriate ways to preserve and use them.
The abandoned Union Carbide factory in Bhopal is a repository of history and stories that need to be told. The site of the tragedy itself, the former Union Carbide factory is still standing but the structure is fast disintegrating; faced with neglect and imminent destruction.
The Symposium is spread over three days, it looks at the Bhopal Gas Tragedy and its impact from multi-disciplinary perspectives. These are designers who are actively impacting communities and environments positively via their design endeavors. Please send in your recommendations by 31 May 2010 to (JavaScript must be enabled to view this email address).
We are looking for ideas that are practical enough to be developed into a real project that can be executed over the next year. To be judged by internationally recognized theoreticians and practitioners from across the world familiar with community-based built projects such as Sou Fujimoto, George Kunihiro and Edward Ng, the competition hopes to create new conversations that will contribute meaningfully to the dialogue about the Asian City and its future.
Authors of the short-listed abstracts shall be required to submit their complete papers latest by 2nd January 2009. The mAAN-7 conference will be located at the famous India International Centre and in close proximity to the early-20th century heart of New Delhi, one of the most endangered urban heritages of the modern world. Space is no longer a binding or a divisive force; it is instead a common ground where the common interest of consumerism can be played out.
Each of these cities, from Istanbul and Cairo to Delhi to Beijing and Tokyo, has an ever-changing urban matrix in which the historical cores and precincts are inextricably embedded.
Unlike ancient heritage, which has a morphological character and scale that is radically different from the plan and intent of the contemporary metropolis, the modern precinct represents a stage in the evolution of the metropolis itself. We invite a discussion of examples from Asian and non-Asian countries, where the existence of built heritage from the 19th and 20th centuries has attracted the attention of planners, administrators and conserving communities. Papers could explore a variety of approaches to encourage participation, analyze existing models of the conservation process, and document examples of successful community-based revitalization. Further, these skills are different for different Asian societies, depending on the relationships between practitioners and government, and between society and professionals.


Papers could also discuss the variety of techniques now available for the task of revitalization, and the ways in which knowledge-processing, mapping and similar technologies are able to assist the field of heritage conservation. This subculture of boat dwellers either work in the fishing industry or living on a budget have simply have made their humble boat a home. We bring to you inspiring visuals of cool homes, specific spaces, architectural marvels and new design trends.
What I take the 1 in 20 to mean is the taper of any edge is supposed to be 20 times as wide as the thickness of the fabric. If everything is not just so, more than likely you will find yourself marooned in windswept desolation on a beach surrounded by the flotsam of your homebuilt folly, lamenting all the lives that were lost, pulling your hair and rending your clothes, cursing the Gods that they left you alive to suffer for eternity the pangs of sorrow and regret you have for even entertaining the notion that you could construct a boat. This allows the yacht to pivot freely about the front wheel, like a boat on a mooring, but the toed-out dolly wheels resist backward motion. Aerodynamic control of the wing using a tail to make it aerodynamically balanced allows the wing to react much faster than the hull can move, which will alleviate gust loads. Instead, it backwinds, which can slow you down quickly or even pitchpole backwards bow over stern.
Positive control is sometimes used to minimize flutter, but moving the center of gravity forward, preferably on or ahead of the pivot axis, is a more effective remedy.
This allows him to gauge the wing angle of attack as he's looking forward to see where he's going. Which meant that there had to be some gap between the flaps because they would come together when deflected. Which also means that rotating the main element while holding the same orientation of the flap relative to the apparent wind will only change the lift by less than 20% compared to rotating the whole wing.
This is another way that the wing is similar to the soft sail, where twist is all in the mainsail, too.
My question was to FIND OUT if there was any design reason for the difference not to advocate for them being parallel! Their intent was to get the optimal span wise lift distribution and these expansion joints were a necessary complication. The molded noses have slotted connections and expansion joints to allow the surfaces to move relative to each other by a bit. They are real established concepts, not THAT hard to get a grasp on and more importantly can be studied further. But unless you’ve got a background in boating, these terms may very well mean nothing to you.
Hulls with a hard, severe chine will be more stable, but perhaps not handle as intuitively. That water provides the greatest lift at the hull’s leading edge, and then lessens as it moves farther toward the stern. It should also go faster; the hull’s wetted surface is reduced, and the water coming off the step is aerated, which results in less drag. Especially in Asia, where industrial sites were long neglected since the changes in industrial structure, it is only recent that their economic and cultural significance is recognized. Because the process of industrialization followed a different path in a different time and place, the European experience in dealing with modern cultural and industrial heritage cannot be directly applied to Asian countries.
Issues related to the social, urban and ecological consequences of the Tragedy and the nature of its legacy will be discussed. This workshop is opened to recommended students (at least completed 3 years of Architecture studies), graduates and interested young working professionals from the international architecture and urban planning community.
We hope to encourage and empower architectural professionals and students all around the world and especially in Asia to make a difference in their communities.
Landscape is no longer a binding of spatial relationships; it is now the ornament worn by the enclaves of wealth.
To know the contemporary Asian city is to appreciate the accretive character of urban growth as well as the durability of the city itself, which seems to have the capacity to absorb endlessly. Preserving and revitalizing the modern precinct is thus a task that requires the administrator to be also a historian, and the developer to be also a curator. Modern heritage precincts, many of them residential or mixed-use planned neighborhoods, are sites of conflict and potential resolution, thus becoming the locations for cooperative rebuilding of the city.
The outer deck offers room for relaxation, lounge area, grill and a fully equipped kitchen. In fact more recently we are seeing custom designed boats becoming a permanent place for luxury living.
If you were making a scarf joint in plywood to join two pieces of plywood 1 centimeter thick, the width of the scarf would be 20 centimeters. It's not uncommon to see tracks in the morning that indicate the yacht has swung through 360 degrees during the night.
However, the wing must be able to swing through 360 deg (and for an unlimited number of rotations) if the hull is to remained fixed. When tacking, if the wing is not rotated quickly enough to follow the hull, the angle of attack will become negative and the wing will backwind as the hull turns. Another form of telltale that would work with a rigid wing is the close-mounted wind vane at the leading edge, like is used by many wingmast sailors to locate the stagnation point.
If you design a rigid wing to have a low aspect ratio, it may not give you any performance edge over a soft sail. But the cross section topology is the same for both rigs - a teardrop shaped mast, a small gap, and a much thinner mainsail that is articulated to be cambered relative to the mast.
The areas and components of the hull they describe, however, can greatly affect your enjoyment of your craft.
That’s a desirable trait in rough water, as it allows the boat to slice through the waves, rather than be jarred atop them. That water is pushed against the strakes, where it then lifts the hull and helps push it onto plane. It will focus on the possible transformation of the site into a place of remembrance and a resource for empowering the local community.
Over the course of two weeks in early 2011 students and experts from multiple disciplines and backgrounds will converge in Bhopal.
The key to creating these new visions for the cities is to think out of the box by working collaboratively with people from other disciplines and to intentionally engage the community in the process.
What binds the whole is infrastructure, the single parameter for judging whether the modern should be relegated to the urban trash heap or allowed to exist as a symbol of luxury or economy.
Drafting a set of regulations for a modern precinct is like creating a code for preserving a specific practice of urban living, not merely the edifice that represents a distant past. Aerodynamic control has been successfully used offshore in the form of the Walker Wingsail, although I don't know how extensively they have sailed offshore. There is lots of room for experimentation possible here, but much of it can be done by theory or simulation. Once at speed and on top of the water, those same strakes improve speed by helping the hull to ride on less of its surface area. They will work together with local citizens in an attempt to understand the tragedy and its site in its conflicting interpretations.
A wing that has positive control (manually rotated instead of being free to turn) takes some practice to tack properly. The gaps between the flaps were covered with a stretchy material to seal the gaps, forming one continuous surface from an aerodynamic perspective. Through exploring the possible transformation of the site into a place of remembrance and a resource for empowering the local community the participants will also address the broader issue of how heritage sites with a troubled legacy can contribute to a better understanding of our times.
It is as if each building knows something, is a teller of history, and could either be welcomed or be treated as a threat, telling stories that contemporary society does not want to hear. An aerodynamically stable wing that is free to turn is easier to tack because it can be allowed to feather itself, like a luffing sail. The covering is also a woven material, so USA 17 could be said to have a more traditional sail material than A5's molded 3DLs! It can also be sheeted conventionally, pulling in on the wing and allowing aerodynamic moments to rotate it outboard.




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