CA1284917C - Watercraft - Google Patents
WatercraftInfo
- Publication number
- CA1284917C CA1284917C CA000501192A CA501192A CA1284917C CA 1284917 C CA1284917 C CA 1284917C CA 000501192 A CA000501192 A CA 000501192A CA 501192 A CA501192 A CA 501192A CA 1284917 C CA1284917 C CA 1284917C
- Authority
- CA
- Canada
- Prior art keywords
- hull
- strip
- stern
- shell
- slot
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
- B63B1/08—Shape of aft part
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
- B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/10—Measures concerning design or construction of watercraft hulls
Landscapes
- Fluid Mechanics (AREA)
- Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
- Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
- Acyclic And Carbocyclic Compounds In Medicinal Compositions (AREA)
- Magnetic Bearings And Hydrostatic Bearings (AREA)
- Developing Agents For Electrophotography (AREA)
- Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
- Glass Compositions (AREA)
- Crystals, And After-Treatments Of Crystals (AREA)
- Filtration Of Liquid (AREA)
- Steroid Compounds (AREA)
- Medicines Containing Material From Animals Or Micro-Organisms (AREA)
- Harvesting Machines For Specific Crops (AREA)
Abstract
ABSTRACT
A hull for a sail boat, wherein devices for separating the water from the hull shell are provided on the stern in front of the hull end, so that a displacement-type hull can be continuously converted hydrodynamically into a planing-type hull even during sailing.
A hull for a sail boat, wherein devices for separating the water from the hull shell are provided on the stern in front of the hull end, so that a displacement-type hull can be continuously converted hydrodynamically into a planing-type hull even during sailing.
Description
~ ?,X4~17 The invention relates to a hull for a sail boat with a stern.
Basically a boat with a particular driving force travels faster, the lower the resistance of the hull in the water.
In the case of a racing row boat this is of course achieved by a long, narrow hull with a long, sharp stern.
In the case of a racing motor boat it is achieved with a short hull and a straight, broken-off stern.
All watercraft have the special feature that the optimum most favourable hull shape shows its optimum properties only at a precisely predetermine speed.
m e majority of water craft are sukdivided by their hull shape into three groups, namely:
watercraft with a displacement-type hull, watercraft with a semi-planing-type hull and watercraft with a planing-type hull.
me advantage of a displacement-type hull is a low water resistance at low speed an~ excellent seaworthiness in heavy seas, particularly in the case of aft waves. However, a serious disadvantage of this stern shape is that at the sc-called hull speed the water resistance increases very considerably. The suction resulting fram the stern wave holds the b~at finm and, e.g., when the boat is being towed by powerful tugs, this can mean that the ~oat is pulled below the surface of the water.
The prior art semi-planing-type hull is more favourable fram this standpoint, since it breaks off a heavy stern wave by the breaXdown stern over the waterline. However, it suffers fram considerable disadvantages in rough seas and more particularly with aft waves, since fairly large waves pass aver the boat.
The planing type can be used only on heavily motorized or very light boats, since at law speeds the broken-off stern dips into the water, thereby causing a very high resistance.
J 2&'~ 7 It is an object of the invention to develop a boat's hull which when stationary and/or even during sailing can be continuously converted hydrodynamically from a displacement-type hull with the kncwn advantages into a planing-type hull with the known advantages, so that the hull shape can be and/or automatically is adapted hydrodynamically to the particular sailing speed.
Io this end devices for the separation of the stern wave are so disposed on the stern in front of the hull lend that they intersect the waterline at all sailing speeds.
As a result, in dependence on the speed, the stern wave is b~oken off to a varying extent downwardly and also forwardly of the boat's hull while the wave is still above the waterline, so that its suction can no longer cause resistance.
The devices for breaking off the stern wave intersect the waterline at an acute angle. As a result, even if the stern dips fairly deep into the water, the devices are always so located that the breakdown lines always extend above the surface of the water in the direction of travel and in front of the dipping points. ~therwise, the air supply ducts would be3ame filled with water and rendered inoperative.
T~ achieve as stepless a hydrodynamic conversion as possible of the displacement-type hull into a planing-type hull, not just one device with a breakdown line, but a num~er of such devices can be disposed one after the other on the stern; if necessary they can also extend at different angles to one another and to the surface of the water (the waterline).
A very simple embodiment of this device comprises and air supply duct formed in the hull shell and a groove formed frcm outside therein, the air supply duct and the groove being interconnected via apert~res.
Better results can be obtained with an embcdiment which again comprises the aforementioned air supply duct and the groove, but in which the groove is covered with a flexible strip whose position can be modified by mechanical, phneumatic or hydraulic actuating elements. Due to the air emerging at this place, an air cushion is formed between the h~ll shell and the water, so that suction can no longer be forme , and therefore the stern wave is reliably separated frcm the hull.
A further possibility is for the air supply duct to be covered by a spring-like strip, leaving a slot. me strip is disposed in the plane of the hull shell, so that the shape of the strip has no speed-reducing effect at low speeds. According to a further improvement, the spring-like strip can be adjuste ; for this purpose actuating elements are provided in the air supply duct.
Thus, in the case of the present invention, the advantages of a displacement-type hull can be fully utilized at law speeds and with rough seas. With an increase in speed, hull length can be hydrcdynamically increa~P~ as required by the aforedescribed devioe s. Thus, for example, it is possible to make a yacht sXim or surf in the same way as a jolly boat or centreboarder, since the stern is not pulled downwards. The speed barrier of maximum hull speed therefore no longer exists, and the displacement-type hull becames a planing-type hull.
Further advantages, features and details of the invention can be gathered fram the follawing description of preferred embodiments thereof, with reference to the drawings, wherein:
Fig. 1 illustrates a boat's hull diagramatically, Fig. 2 is a partial horizontal section through the rear part of the hull, taken along the line II-II in Fig. 1, and Figs. 2-6 illustrate further e~bodiments of a stern part, represented in the manner of Fig. 2.
Fig. 1 shDws a hull shell 1 with a stern part 2, a rudder 3 and a keel 4. The lines 5 illustrate the position of activatable n~ans for the separation of the stern wave.
Various e~bodiments of these means are sh~wn in greater detail in Fig~. 2 to 6. Thus, Fig. 2 shows an air supply duct 7 with openings 8 shaped into the hull shell 1 and/or stern 2. The air supplied through duct ~ ~4~7 7 passes outwards into the water via openings 8 and raises same away from the hull shell 1, so that there is a separation of the stern wave. A
breakdown edge 10 is mounted on the outside of the hull to koost the break-down effect.
Fig. 3 shows an e~bodiment in which, in addition to the air supply duct 7, a groove 11 is shaped from the outside into the hull shell 1 and in it termunate the ope~ings 8. m e groove edge 13 simultaneously constitutes the breakdown edge.
Fig. 4 shows a further improved embodiment of the means for separating the stern wave according to Fig. 3. m e kreakdown edge is formed by a flexible strip 14, which is fixed in flush manner into the hull shell 1 in the direction of travel, but projects from hull shell 1 in the direction opposite to the travel direction and covers groove 11. However, strip 14 can e.g. also ke under an inwardly directed initial tension. Holding members 15 can be constructed as a tension element, if strip 14 is outwardly tensioned.
By pulling on the tension elements, it is then possible to control the position of the strip relative to the hull shell. If strip 14 is completely drawn in, it-forms part of the hull shell 1. mus, as required, the position of the strip 14 acting as the breakdown edge can be adjusted during travel an~ when stationary. This can take place automatically or in a controlled manner, e.g., as a function of the speed of tlle boat.
Figs. 5 and 6 show especially preferred e~bodiments of the invention.
Fig. 5 shows the air supply duct 7 covered by a strip 14a disposed in the plane of the hull shell 1. me strip 14a cooperates with the hull shell 1 to form a slot 17a from which air can emerge. A similar arrange~ent is also shown in Fig. 6, where however the strip 14a is constructed to move. For this purpose the air supply duct 7 has a drive 18, driving hy~raulically, phneu~atically or mechanically a drive rod 19 by means of which the strip 14a can be forced out of the plane of the hull shell.
The position of the activatable means can be changed during the standstill or during the cruise of the sail boat.
Basically a boat with a particular driving force travels faster, the lower the resistance of the hull in the water.
In the case of a racing row boat this is of course achieved by a long, narrow hull with a long, sharp stern.
In the case of a racing motor boat it is achieved with a short hull and a straight, broken-off stern.
All watercraft have the special feature that the optimum most favourable hull shape shows its optimum properties only at a precisely predetermine speed.
m e majority of water craft are sukdivided by their hull shape into three groups, namely:
watercraft with a displacement-type hull, watercraft with a semi-planing-type hull and watercraft with a planing-type hull.
me advantage of a displacement-type hull is a low water resistance at low speed an~ excellent seaworthiness in heavy seas, particularly in the case of aft waves. However, a serious disadvantage of this stern shape is that at the sc-called hull speed the water resistance increases very considerably. The suction resulting fram the stern wave holds the b~at finm and, e.g., when the boat is being towed by powerful tugs, this can mean that the ~oat is pulled below the surface of the water.
The prior art semi-planing-type hull is more favourable fram this standpoint, since it breaks off a heavy stern wave by the breaXdown stern over the waterline. However, it suffers fram considerable disadvantages in rough seas and more particularly with aft waves, since fairly large waves pass aver the boat.
The planing type can be used only on heavily motorized or very light boats, since at law speeds the broken-off stern dips into the water, thereby causing a very high resistance.
J 2&'~ 7 It is an object of the invention to develop a boat's hull which when stationary and/or even during sailing can be continuously converted hydrodynamically from a displacement-type hull with the kncwn advantages into a planing-type hull with the known advantages, so that the hull shape can be and/or automatically is adapted hydrodynamically to the particular sailing speed.
Io this end devices for the separation of the stern wave are so disposed on the stern in front of the hull lend that they intersect the waterline at all sailing speeds.
As a result, in dependence on the speed, the stern wave is b~oken off to a varying extent downwardly and also forwardly of the boat's hull while the wave is still above the waterline, so that its suction can no longer cause resistance.
The devices for breaking off the stern wave intersect the waterline at an acute angle. As a result, even if the stern dips fairly deep into the water, the devices are always so located that the breakdown lines always extend above the surface of the water in the direction of travel and in front of the dipping points. ~therwise, the air supply ducts would be3ame filled with water and rendered inoperative.
T~ achieve as stepless a hydrodynamic conversion as possible of the displacement-type hull into a planing-type hull, not just one device with a breakdown line, but a num~er of such devices can be disposed one after the other on the stern; if necessary they can also extend at different angles to one another and to the surface of the water (the waterline).
A very simple embodiment of this device comprises and air supply duct formed in the hull shell and a groove formed frcm outside therein, the air supply duct and the groove being interconnected via apert~res.
Better results can be obtained with an embcdiment which again comprises the aforementioned air supply duct and the groove, but in which the groove is covered with a flexible strip whose position can be modified by mechanical, phneumatic or hydraulic actuating elements. Due to the air emerging at this place, an air cushion is formed between the h~ll shell and the water, so that suction can no longer be forme , and therefore the stern wave is reliably separated frcm the hull.
A further possibility is for the air supply duct to be covered by a spring-like strip, leaving a slot. me strip is disposed in the plane of the hull shell, so that the shape of the strip has no speed-reducing effect at low speeds. According to a further improvement, the spring-like strip can be adjuste ; for this purpose actuating elements are provided in the air supply duct.
Thus, in the case of the present invention, the advantages of a displacement-type hull can be fully utilized at law speeds and with rough seas. With an increase in speed, hull length can be hydrcdynamically increa~P~ as required by the aforedescribed devioe s. Thus, for example, it is possible to make a yacht sXim or surf in the same way as a jolly boat or centreboarder, since the stern is not pulled downwards. The speed barrier of maximum hull speed therefore no longer exists, and the displacement-type hull becames a planing-type hull.
Further advantages, features and details of the invention can be gathered fram the follawing description of preferred embodiments thereof, with reference to the drawings, wherein:
Fig. 1 illustrates a boat's hull diagramatically, Fig. 2 is a partial horizontal section through the rear part of the hull, taken along the line II-II in Fig. 1, and Figs. 2-6 illustrate further e~bodiments of a stern part, represented in the manner of Fig. 2.
Fig. 1 shDws a hull shell 1 with a stern part 2, a rudder 3 and a keel 4. The lines 5 illustrate the position of activatable n~ans for the separation of the stern wave.
Various e~bodiments of these means are sh~wn in greater detail in Fig~. 2 to 6. Thus, Fig. 2 shows an air supply duct 7 with openings 8 shaped into the hull shell 1 and/or stern 2. The air supplied through duct ~ ~4~7 7 passes outwards into the water via openings 8 and raises same away from the hull shell 1, so that there is a separation of the stern wave. A
breakdown edge 10 is mounted on the outside of the hull to koost the break-down effect.
Fig. 3 shows an e~bodiment in which, in addition to the air supply duct 7, a groove 11 is shaped from the outside into the hull shell 1 and in it termunate the ope~ings 8. m e groove edge 13 simultaneously constitutes the breakdown edge.
Fig. 4 shows a further improved embodiment of the means for separating the stern wave according to Fig. 3. m e kreakdown edge is formed by a flexible strip 14, which is fixed in flush manner into the hull shell 1 in the direction of travel, but projects from hull shell 1 in the direction opposite to the travel direction and covers groove 11. However, strip 14 can e.g. also ke under an inwardly directed initial tension. Holding members 15 can be constructed as a tension element, if strip 14 is outwardly tensioned.
By pulling on the tension elements, it is then possible to control the position of the strip relative to the hull shell. If strip 14 is completely drawn in, it-forms part of the hull shell 1. mus, as required, the position of the strip 14 acting as the breakdown edge can be adjusted during travel an~ when stationary. This can take place automatically or in a controlled manner, e.g., as a function of the speed of tlle boat.
Figs. 5 and 6 show especially preferred e~bodiments of the invention.
Fig. 5 shows the air supply duct 7 covered by a strip 14a disposed in the plane of the hull shell 1. me strip 14a cooperates with the hull shell 1 to form a slot 17a from which air can emerge. A similar arrange~ent is also shown in Fig. 6, where however the strip 14a is constructed to move. For this purpose the air supply duct 7 has a drive 18, driving hy~raulically, phneu~atically or mechanically a drive rod 19 by means of which the strip 14a can be forced out of the plane of the hull shell.
The position of the activatable means can be changed during the standstill or during the cruise of the sail boat.
Claims (14)
1. A hull for a boat having a shell with a stern, said hull comprising a displacement-type hull, said hull having a water line and creating a wave adjacent said stern at the water line as said boat travels through the water, said hull further having an end adjacent said stern and means for hydrodynamically modifying the displacement-type hull into a planing-type hull disposed on an exterior surface on said hull in front of said hull end, said hydrodynamically modifying means intersecting the water line at all speeds and including a slot in said hull shell extending at an acute angle with respect to said waterline through which air flows and a strip having a first end fixed to the exterior of said hull shell and a second end movable with respect to said hull, whereby said hydrodynamic modifying means enables the hull to be adapted hydrodynamically to a particular sailing speed.
2. A hull according to claim 1 wherein said strip comprises a spring-like member forming a fixed breakdown edge.
3. A hull according to claim 1 wherein said strip comprises a flexible, spring-like strip having a trailing edge whose position relative to the stern can be modified forming said second end.
4. A hull according to claim 1 wherein said modifying means are shaped into said stern.
5. A hull according to claim 1 wherein said strip is shaped into said hull shell.
6. A hull according to claim 5 wherein said strip forms a spring-like breakdown edge and is provided adjacent said slot.
7. A hull according to claim 5 wherein said strip is in the form of a spring-like strip disposed in a plane of said hull shell, an air supply duct being at least partially covered by said spring-like strip, and said slot being located between said strip and said hull shell.
8. A hull according to claim 7 further comprising means provided in said air supply duct for moving said strip out of the plane of said hull shell.
9. A hull according to claim 1 wherein a plurality of said modifying means are disposed one after the other on said stern.
10. A hull for a boat having a shell with a stern, said hull having a water line and creating a wave adjacent said stern at the water line as said boat travels through the water, said hull further having an end adjacent said stern and means for hydrodynamically modifying the hull disposed on an exterior surface of said hull in front of said hull end, said hydrodynamic modifying means being shaped into said stern and intersecting the water line at all speeds and said hydrodynamic modifying means including a slot in said hull shell extending at an acute angle with respect to said waterline through which air flows, an air supply duct associated with said slot for permitting the creation of an air cushion between the hull and the water, and a strip having a first end fixed to the exterior of the hull shell and a second end movable with respect to said hull.
11. A hull according to claim 10 further comprising a shaped groove in the vicinity of said air supply duct and said slot being located in said groove.
12. A hull according to claim 11 wherein said modifying means further includes said strip in the form of a spring-like strip whose position with respect to the hull shell can be modified, said strip being arranged substantially flush with a plane of said hull shell, and said groove with said slot being covered by said strip.
13. A hull according to claim 12 further comprising means for automatically adjusting the position of said strip relative to said hull shell.
14. A hull for a boat having a shell with a stern, said hull having a water line and creating a wave adjacent said stern at the water line as said boat travels through the water, said hull further having an end adjacent said stern and means for hydrodynamically modifying the hull disposed on an exterior surface of said hull in front of said hull end, said hydrodynamic modifying means comprising a plurality of said modifying means disposed one after the other on said stern and extending at different angles to one another and to the water line, and each said hydrodynamic modifying means intersecting the water line at all speeds and further comprising a slot in said hull shell through which air flows and a strip having a first end fixed to the exterior of said hull shell and a second end movable with respect to said hull shell for forming said slot.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US69863385A | 1985-02-06 | 1985-02-06 | |
| US698,633 | 1985-02-06 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1284917C true CA1284917C (en) | 1991-06-18 |
Family
ID=24806054
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000501192A Expired - Lifetime CA1284917C (en) | 1985-02-06 | 1986-02-05 | Watercraft |
Country Status (11)
| Country | Link |
|---|---|
| EP (1) | EP0215812B1 (en) |
| AT (1) | ATE43545T1 (en) |
| AU (1) | AU592775B2 (en) |
| CA (1) | CA1284917C (en) |
| DE (1) | DE3663643D1 (en) |
| DK (1) | DK158081C (en) |
| ES (1) | ES8704827A1 (en) |
| FI (1) | FI86830C (en) |
| NO (1) | NO175245C (en) |
| NZ (1) | NZ215050A (en) |
| WO (1) | WO1986004557A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ES2057417T3 (en) * | 1989-07-31 | 1994-10-16 | Masakazu Osawa | MEANS TO REDUCE THE WAVE FORMATION RESISTANCE OF A SHIP. |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB190901447A (en) * | 1909-01-21 | 1910-01-21 | Theophilus Osborn Smith | An Improved Method of Reducing the Water Friction of Ships and Boats. |
| GB116255A (en) * | 1917-06-01 | 1918-08-01 | John Elniff | Improvements in Means for Reducing the Resistance to Propulsion of Marine Vessels. |
| US2663276A (en) * | 1951-12-27 | 1953-12-22 | Albert F Ouellet | Ship construction for reducing drag |
| GB1034370A (en) * | 1963-03-08 | 1966-06-29 | Harrison Lackenby | Method and means for preventing flow-separation alongside ships' hulls in motion |
| NO145188C (en) * | 1973-12-29 | 1982-02-03 | Yamaha Motor Co Ltd | PLANNING HULL. |
| GB1604462A (en) * | 1978-05-31 | 1981-12-09 | Orr A H | Means with which to reduce resistance of surface marine vessels |
-
1986
- 1986-02-05 ES ES551664A patent/ES8704827A1/en not_active Expired
- 1986-02-05 NZ NZ215050A patent/NZ215050A/en unknown
- 1986-02-05 CA CA000501192A patent/CA1284917C/en not_active Expired - Lifetime
- 1986-02-06 EP EP86901043A patent/EP0215812B1/en not_active Expired
- 1986-02-06 WO PCT/DE1986/000042 patent/WO1986004557A1/en active IP Right Grant
- 1986-02-06 DE DE8686901043T patent/DE3663643D1/en not_active Expired
- 1986-02-06 AT AT86901043T patent/ATE43545T1/en not_active IP Right Cessation
- 1986-02-06 AU AU53997/86A patent/AU592775B2/en not_active Ceased
- 1986-10-03 FI FI864007A patent/FI86830C/en not_active IP Right Cessation
- 1986-10-03 DK DK475086A patent/DK158081C/en not_active IP Right Cessation
- 1986-10-06 NO NO863983A patent/NO175245C/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| DE3663643D1 (en) | 1989-07-06 |
| FI864007A0 (en) | 1986-10-03 |
| DK475086A (en) | 1986-10-03 |
| NO863983L (en) | 1986-10-06 |
| DK158081B (en) | 1990-03-26 |
| AU592775B2 (en) | 1990-01-25 |
| NO863983D0 (en) | 1986-10-06 |
| AU5399786A (en) | 1986-08-26 |
| WO1986004557A1 (en) | 1986-08-14 |
| NZ215050A (en) | 1988-04-29 |
| DK158081C (en) | 1990-09-24 |
| NO175245C (en) | 1994-09-21 |
| EP0215812A1 (en) | 1987-04-01 |
| DK475086D0 (en) | 1986-10-03 |
| EP0215812B1 (en) | 1989-05-31 |
| ES8704827A1 (en) | 1987-05-01 |
| FI86830C (en) | 1992-10-26 |
| NO175245B (en) | 1994-06-13 |
| FI86830B (en) | 1992-07-15 |
| ATE43545T1 (en) | 1989-06-15 |
| FI864007A (en) | 1986-10-03 |
| ES551664A0 (en) | 1987-05-01 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |