EP4705180A1 - Wind or mechanical activated flexible wingsail - Google Patents

Abstract

A variable shaped wingsail includes a first airfoil section and a second airfoil section, wherein the first and second airfoil sections are spaced apart and are symmetrical, and one or more internal lateral movement components configured to position and shape each of the first and second airfoil sections. The wingsail is positionable in a first configuration and a second configuration. The one or more internal lateral movement components are configured to position the wingsail in the first configuration and the second configuration regardless of whether a wind source is from a starboard side of a vessel or a port side of a vessel.

Description

WIND OR MECHANICAL ACTIVATED FLEXIBLE WINGSAIL

FIELD OF THE INVENTION

[0001] The present invention relates to a wingsail airfoil that generates movement for a wind propelled watercraft.

BACKGROUND

[0002] Modem racing sail watercrafts are transitioning from using singular soft sails to incorporating wingsails with dual sail components. These dual sail wingsails generate more lift and therefore more speed by being more effective aerodynamic airfoils than singular sails to utilize the wind flow more efficiently over the sail surfaces. The dual sail component wingsails are more efficient airfoils and create more speed for the watercraft compared to single component sails for the same wind conditions. The modem wingsail designs are efficient lift producing airfoils with an internal ribbed frame that supports and shapes the wingsail. In this manner, the structure of the wingsail with the internal ribbed frame resembles an airplane’s wing in that the ribs support the wingsail and forms the aerodynamic shape. The rigid internal ribs of the wingsails in use have a symmetrical shape and are the same length for both the windward and leeward sail surfaces. With this design, the smooth airflow traversing the windward and leeward surfaces travel nearly the same distance and speed hindering the ability to generate lift by having the leeward surface air travel markedly further and faster. With a symmetrical wingsail airfoil, there is minimal lift created for the craft to use for forward speed.

[0003] To resolve this minimal lift issue, most wingsail designs are hinged at about half length or further aft to incorporate the use of a wingsail flap. The hinged flap is moved inward at the windward side of the wingsail to shape the wingsail with a concave windward surface and a convex leeward

1

SUBSTITUTE SHEET (RULE 26) surface. With this configuration of the wingsail, the difference in airflow length and speed over the windward and leeward sail surfaces is enough to create a sufficient air pressure surplus for the windward surface, and the wingsail generates lift which the hull(s) and keel(s) transfer into forward speed for the craft. But this design achieves lift at the cost of introducing drag, or friction into the aerodynamic equation.

[0004] A brief explanation of the function and forces involved with the flaps of an airplane will illustrate the negative effect of drag, which is air friction. When an airplane deploys its flaps downward during takeoff or landing, the flaps will increase the positive force of lift while increasing friction or drag and the airplane consumes more fuel in the takeoff process than if the flaps were not deployed.

This short-term tradeoff of extra fuel for increased lift is acceptable to take-off and land at slower speeds and use less runway distance. Again, the airplane can generate more lift with flaps deployed than not deployed for lower range airspeeds. When an airplane is gaining airspeed after takeoff the flaps are retracted and the lower wing surface (windward surface comparison to sailing craft) is flattened becoming more of a straight line. An airplane descending in altitude and approaching its landing destination deploys the flaps to increase lift, also creating more drag. During approach and landing this increase in air friction reduces aircraft velocity which is the desired result since the engine throttle is reduced and the plane is descending and losing altitude, and a slower landing speed makes for a safer landing attempt with less required runway to land and stop the aircraft. At a higher airspeed, an aircraft would only deploy its flaps to act as an airbrake usually in tandem with pulling back on the throttle and deploying the spoilers with the purpose of a rapid reduction of airspeed.

[0005] For a sail craft, particularly a racing sail craft that is creating additional lift by utilizing a windsail with a flap, the negative effect of drag to lessen the positive effect of additional lift for the

2

SUBSTITUTE SHEET (RULE 26) wingsail by using the hinged flap is an undesired but accepted consequence due to the positive net lift that results from using the flap in the wingsail.

[0006] The nautical designers have transitioned from hinged wingsails to a simple but effective design of the double sail wingsail. This design has dual sails connected to the mast and the wind force upon the two sails produces an airfoil with a flattened windward sail and a curved leeward sail. For the double sail designs, the windward sail shape is a concave, or inwardly curved shape while the leeward sail has a convex, or outwardly curved shape. This results from the different sail surfaces that the two similarly shaped sails present to the wind. When viewing the double sail from above, when the wind source is from the starboard (right) side of the boat the outside surface of the right sail is concave and the outside surface of the leeward surface is convex. The windward airflow will travel less distance than the leeward airflow allowing resulting in a greater windward air pressure than becomes lift for the watercraft. And when high winds are present, the design and operation allow for the windward sail to become concave and the entire airfoil to become concave and resemble a parachute.

[0007] In analyzing the hinged wingsail and the double sail designs, the solution of creating a wingsail that is symmetrical in operation to produce a flattened, or mostly flattened windward sail with a curved leeward sail has not been achieved. These designs work well and create aerodynamic lift but can be improved upon to create a wingsail with the desired curved leeward sail with a straightened windward surface that can operate with winds from the port or starboard sides. Such a design would increase the difference in wind pressure exerted on the two sail surfaces resulting in greater lift generated for the watercraft.

SUMMARY OF THE INVENTION

[0008] The device described herein is for a wingsail that is symmetrical in design and operation. Whether positioned and shaped by natural wind force or by mechanical means, the lateral movement

3

SUBSTITUTE SHEET (RULE 26) components move in unison laterally across the port and starboard halves of the lengthwise axis of the wingsail airfoil to position and shape the sails. The lateral movement components contact the port and starboard sails to move the two sails in unison. In some embodiments, natural wind forces operate on the wingsail to manipulate the two sail shapes into a lift producing airfoil. In some embodiments, the wingsail is shaped by mechanical means and devices to create a lift producing airfoil.

[0009] For the wind activated non-mechanically shaped embodiments, the force of the wind produces the airfoil shape by utilizing the pressure advantage of the wind acting upon the windward sail versus the leeward sail. The excess of windward air pressure versus the leeward air pressure forces the windward sail inward, and the same pressure advantage extends the leeward sail outward via the lateral movement components, which connect across to both sails. The lateral movement components are installed on the multiple vertical internal rib levels. The precisely determined lengths of the multiple lateral movement bars along the length of the sail produce the curved shape of the leeward sail. The lateral movement components also flatten/ straighten the windward sail as it is moved inward.

[00010] The lateral movement components that produce the flexible airfoil shape may operate in various ways. In some embodiments, operating is moved by natural wind force. In additional embodiments, mechanical devices may be used to move and position the movement components. In the embodiments using natural wind force, the airfoil operates and is shaped without the use of mechanical devices such as gears, actuators, cables, or radio control to initiate movement to alter the shape of the wingsail. The difference in the airflow pressure on the two wingsail surfaces provides the leverage to force the movement of the lateral movement components that connect to the two sails and then move the port side (left side of the watercraft) or starboard (right) sail surfaces inward and outward in concert. When the port side is windward, the port sail is moved inward as the starboard side is extended out and

4

SUBSTITUTE SHEET (RULE 26) curved. When the windward side is starboard then the opposite action occurs of having the starboard sail moved inward as the port sail is extended out and curved.

[00011] An important component of the design of the wingsail is to have the ability to decrease the amount of lift produced by the airfoils rapidly and on demand by the operators of the boat. Many of the modern racing sailboats have hydrofoils that lift the hull(s) out of the water and lack the ballast and hull displacement to protect a boat from being capsized by heavy winds acting upon the sails. To counteract and protect the reduced or zero ballast, the disclosed design can transition from maximizing lift producing capability of the airfoils to producing increasingly curved, or concave airfoils to prevent the boat from being capsized.

[00012] The wingsail is symmetrical in operation, having the acting wind force or the mechanical methods create an airfoil shape with a flattened windward surface and outwardly curved leeward surface. In various embodiments, the acting wind force may move the sail movement and the shaping components with a mechanical option may shape the windward sail to be moved inward to become concave or extended outward to have a flattened shape. The resulting shapes occur whether the windward side is from either the left (port) or starboard (right) side of the watercraft. Being symmetrical, the resulting port wind/starboard wind wingsail shapes mirror each other, also the operational results are the same of resembling the shape and lift producing qualities of a highly efficient airfoil.

[00013] The disclosed symmetrical wingsail design has the flexibility to either operate enveloping and pivoting about an internal structural mast or be connected to a fixed forward mast as in a traditional sailing rig. For either the internal mast or fixed forward mast embodiments, the wingsail has a series of vertically placed rigid ribs that connect to the mast for vertical support, the ribs supporting the wingsail like many other wingsails currently in use.

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SUBSTITUTE SHEET (RULE 26) [00014] The presently disclosed wingsail has a number of important advantages over the existing wingsail designs, including the following:

- the vertical series of internal support ribs that the airfoil shaping components are placed upon support the structure of the airfoil without the sails ever contacting the ribs, i.e., the sails do not form around the ribs that support the entire airfoil structure. The sails will have different width and shape dimensions than the internal support ribs.

- multiple lateral movement bars connect across the width of the airfoil to the opposing sails and move and shape the sails in unison, i.e., the opposing sails do not move inward or outward independent of each other.

- the lateral movement bars are of a greater width than the ribs at the position on the ribs they are set at along the entire length of the individual ribs and on every rib level, except for the very top and bottom frame ribs that would be wider than the internal ribs and not have lateral movement bars upon them. With this design, the ribs provide the support for the entire structure and the lateral movement bars produce the shape of the airfoil.

- the highly efficient lift producing airfoil shape of the flattened windward sail and curved leeward sail is achieved on a larger scale lengthwise and vertically than the smaller scale wind surf wingsails with internal ‘candles or winders’ or internal airtight pockets.

[00015] The number of ribs is a function of the overall height of the wingsail and the length/weight/displacement of the watercraft. To withstand wind forces exerted upon them and the airfoil they support, the internal ribs are made from suitable strong and lightweight materials, including but not limited to carbon, metals, or a carbon/metal compound. The general shape of the ribs to be wider in the forward area and then taper back to a narrower V shaped back edge. The internal ribs can be solid flat sheets, can be sheets with openings in them to reduce weight, or can be side by side tubes

6

SUBSTITUTE SHEET (RULE 26) that taper back to meet at their rear edges. Other configurations of the internal ribs are also contemplated within the scope of the present disclosure. The present disclosure illustrates design embodiment for a fixed rig with the ribs and sails permanently set at vertical positions about the mast (lowered only when the mast is unhinged and lowered) or embodiments where the internal ribs and sails are raised and lowered when desired.

[00016] Whether by natural wind force or by mechanical means, there are one or multiple lateral movement and sail shaping sets or components which connect across to both sails on most or every internal rib level. The lateral movement bases are comprised of movement bars and travel bases. The individual movement bar lengths are longer than the widths of the ribs the bars are positioned over. And for the natural wind or mechanical movement designs, there are a number of contemplated sail designs for the lateral movement components that connect to both sails and produce the shapes of the wingsail.

[00017] In some embodiments, this is achieved by having lateral movement bases with bearings that the lateral movement bars glide over with low friction. In these embodiments, the movement base incorporates a sliding glide base to hold and move the lateral movement bars that connect across to both sails. The individual movement bar length may be longer than the width of the rib the bar is positioned over. The movement bar connects to the glide mechanism of the travel base, which is a movement base with bearings to provide low friction lateral port and starboard travel of the movement bar. The travel base is affixed to the interior rib facilitating the operation of positioning the sail by the movement bar.

[00018] In additional embodiments, the lateral movement base may be a circular or noncircular tube, in which a lateral movement bar passes through with low friction movement. In the second lateral movement design the bases are circular or other shaped tubes that are anchored to the ribs

7

SUBSTITUTE SHEET (RULE 26) at the vertical rib levels. The bases allow for simple low friction movement of the lateral movement bars across the width of the ribs.

[00019] These various embodiments are illustrated and explained in detail below. These various design embodiments have a twofold purpose:

- to set in place the sail shaping lateral movement bars at specific positions along the lengthwise axis of the ribs, and

- to provide means for low friction lateral travel for the lateral movement bars across the width of the ribs to shape the opposing sails

[00020] There are two contemplated component options for setting the amount of travel of the lateral movement bars. Stated another way, there are two options for the placement of the components that would be used to set the inward position of the lateral movement bars on the windward side as the wind force or the mechanical apparatuses initiate the movement and shaping of the airfoil. The options are the placement of the movement control components on the outer sections of the lateral movement components or in the central section.

[00021] In some embodiments, the lateral stops are set at determined locations on the outer ends of the lateral movement bars (the movement bars being of precision determined lengths). The lateral stops on the movement bars would be placed at equal distances inwards from the ends of the movement bars, to maintain functional symmetry. The inward movement of the windward sail causes the connected lateral movement bars to be moved inward. The lateral stops contact the vertical rib to stop the inward movement of the windward sail and halt the outward movement of the leeward sail. Instead of contacting the ribs, an alternate design could have the lateral movement bases extend beyond the width of the ribs and have the lateral stops contact the lateral movement bases to halt the movement of the lateral movement bars. The mirrored airfoil shapes for winds from port or starboard sides of the

8

SUBSTITUTE SHEET (RULE 26) watercraft would be due to the lengths of the lateral movement bars combined with the lateral stops being placed at the same distances from the ends of the lateral movement bars on their opposing ends.

[00022] In additional embodiments, a single lateral stop bar may be joined to the center of the lateral movement bar. The lateral stop bar would be perpendicular to the lateral movement bar to have an alignment along the lengthwise axis of the internal rib as opposed to the widthwise alignment of the movement bar. U-shaped lateral movement brackets are placed in the center of the ribs and are bisected by the lengthwise axis of the ribs. As the lateral movement bar travels across the width of the internal rib the outer ends of the lateral movement bars would contact the inner walls of the movement brackets to set the positions of the lateral movement bars. The internal widths of the individual movement brackets would be calculated, and together with the lengths of the individual lateral movement bars would result in the shape of the windward and leeward sails.

[00023] The choice of materials to produce the travel stops may include, but are not limited to, flexible but strong rubber or other cushioning materials, or carbon or metals that have cushioning materials joined to them. If the choice is to have the lateral stops located on the outer ends of the lateral movement bars or utilize single bars located centrally on the lateral movement bars, the lateral stops may have the following functions:

- to be an integral component in the method of shaping the opposing sails. The travel stops are set in exact locations on the lateral movement bars, and when the windward sail is forced inward the travel stops contact the ribs, the movement base, or the movement bracket to halt the lateral travel and thus setting the shape for the inwardly moved windward sail;

- to be a cushion and absorb the impact with the ribs or movement bracket to reduce the impact shock or stress for the sails and battens during their lateral movement;

SUBSTITUTE SHEET (RULE 26) - to serve as a buffer and prevent contact between the windward sail and horizontal sail battens with the rigid rib as the windward sail is moved inward.

[00024] For every one of the lateral movement bars, the lateral stops are set in at equal distances from the outer ends for symmetrical airfoil operation and shaping of port or starboard windward and leeward sails. The overall wingsail shape design (whose dimensions can vary) will have lateral movement bars with lateral stops set at varying positions at the outer ends amongst the collection of movement bars. That stated, all the lateral movement components are symmetrical on their port and starboard sides, i.e., symmetrical about their lengthwise axis. This design is important for the symmetrical airfoil operation to produce mirror image shaping of the sails when the wind source changes from port side to starboard and the windward sail then becomes the leeward sail.

[00025] There are port and starboard horizontal battens positioned horizontally along the sails and are parallel to the rib levels and the lateral movement base that are fastened to the ribs. The battens can be placed between the lateral movement base and the interior surfaces of the sails, on the exterior of the sails, or placed on the sail interior and exterior to envelope the sails. The battens maintain a smooth continuous horizontal shape for the sails and being stiffer than the sails will prevent ripples, waves, or excessive concaving of the windward sail from the wind. If used the exterior battens allow for fastening of the sails to the lateral movement components. Bolts, rivets, or screws pass thru the exterior batten, sail material, interior batten, and into the lateral movement base. The optional exterior battens would be flexible spreader plates for the sails; to spread the load of holding the bolts (or other fastening hardware) over the length of the sails.

[00026] The end ribs at the top and bottom could have lateral movement base like the internal ribs to allow for lateral movement of the two sails at the top and bottom to shape the airfoil. To prevent the constriction of the sails at their top and bottom portions the top and bottom ribs can be wider

10

SUBSTITUTE SHEET (RULE 26) than the internal structural ribs. The need for wider top and bottom end frames is to prevent the restriction of the lateral movement bars on the uppermost and lowermost internal ribs.

[00027] The shape produced for the wingsail of the present disclosure is of a flat or linear surface on the windward sail and a curved forward area of the leeward surface that becomes straight and tapers back to the rear edge. This shape is produced for winds from either the port or starboard side of the watercraft.

[00028] In comparison with the disclosed design, the other modern racing wingsails have their sails form directly around the rigid internal vertical rib, or skeleton of the wingsail structure or use the double sail wingsail. For the rigid internal rib designs, the width and shape of the rib determines the contours and overall shape of the wingsail. The forward section of the left and right halves of these wingsails are not alterable, and the overall wingsail shape, without a hinged flap, is completely symmetrical about the lengthwise axis. If these designs of rigid and inflexible wingsails had the shape of a lift producing airfoil, the wingsail could only function at a high rate to generate speed from either port or starboard side depending on how the sail was oriented. The sail would not be a lift producing airfoil if the flattened surface were on the leeward side. The wingsail would work quite well with the wind from one side of the watercraft only where the windward side is the same as the flattened sail, be it port or starboard. This issue is the reason for the utilization of the hinged flap on other wingsail designs. The hinged flap does create a longer distance for the leeward wind to travel. But in operating with a flap these wingsails operate like an airplane flying with its flaps deployed. The airfoils in both circumstances create additional lift, however that is accomplished at the cost of air friction, aka drag. The extra air friction for the airplane while taking off or in the process of landing is a welcomed tradeoff for the additional lift. For the sailing watercraft attempting to maximize lift and therefore speed the sacrifice of some lift caused by hinged flaps must be accepted in the aerodynamic equation.

11

SUBSTITUTE SHEET (RULE 26) [00029] The nautical designers have transitioned from hinged wingsails with a rigid internal frame to a simple but effective design of the double sail wingsail. This design has dual sails connected to a fixed forward mast and the wind force upon the two sails produces a nearly identical shape. For the double sail designs the windward sail shape is a concave, or inwardly curved shape while the leeward sail has a convex, or outwardly curved shape. This results from the different sail surfaces that the two similarly shaped sails present to the wind. When viewing the double sail from above when the wind source is from the starboard (right) side of the boat the outside surface of the right sail is concave and the outside surface of the leeward surface is convex. The windward airflow will travel less distance than the leeward airflow allowing resulting in a greater windward air pressure than becomes lift for the watercraft. The double sail wingsail method is highly efficient with a simplicity of design to save materials and weight by eliminating the internal ribs and hinge components of the hinged wingsail designs.

[00030] Compared with the presently disclosed wingsail, the differences in the shapes produced for the windward sails in both the double sail wingsail and hinged wingsail with the rigid frame is the significance that marks the novelty and utility that the presently disclosed design offers. This design offers the symmetrical flexibility of function to offer a flattened windward sail compared to the concave windward sail of the double sail wing sail or the teardrop shape with the rear hinged section of the hinged wingsail with the rigid frame. An important advantage of this design is the ability to transition from the flattened windward sail for maximum lift production to producing a slight to significant concave windward sail shape to reduce lift in heavy winds. This feature was designed with hydrofoil sailboats in mind to maximize lift light to mild winds and reduce lift during stronger winds to prevent capsizing the hydrofoil sailboat.

12

SUBSTITUTE SHEET (RULE 26) [00031] As compared with existing wingsails with internal frames and hinged flaps, the presently disclosed technology creates a lift producing airfoil that increases the distances the windward and leeward airflow travels without the use of flaps, the present disclosed technology produces a flattened windward sail versus the curved windward sails of the wing sails with the hinged flaps or double sails as mentioned. In aerodynamics (for aircraft or sailing crafts), the flap creates lift at the expense of introducing unwelcomed air friction, aka ‘drag’. The presently disclosed design creates a significant airflow pressure difference without the side effect of producing the negative effect of air friction.

[00032] The presently disclosed wingsail has a rigid and strong internal supporting rib structure that allows for flexibility in the wingsail shape. The issue of having a rigid internal wingsail frame with the sails forming around the frame and the necessary hinged flap to produce lift that arises from the hinged wingsail design is resolved by incorporating moveable lateral movement base mounted on the ribs to form the shape of the sail. The resulting wingsail is symmetrical in operation when the wind is from either the port or starboard side of the watercraft. The presently disclosed wingsail is flexible and does produce the shape of a lift producing airfoil for the watercraft with the wind source being from either port or starboard sides of the watercraft.

BRIEF DESCRIPTION OF DRAWINGS

[00033] FIGURE l is a side view of the mainsail rig of the wingsail in accordance with the disclosed technology.

[00034] FIGURE 2A is a partial side view and a partial enlarged side view of the mainsail rig of FIGURE 1.

[00035] FIGURE 2B is a partial enlarged top view of a tension control arm of the mainsail rig of FIGURE 1.

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SUBSTITUTE SHEET (RULE 26) [00036] FIGURE 3 A is a partial side view of a lower section of the mast and the mainsail airfoil rigging of FIGURE 1.

[00037] FIGURE 3B is an overhead view of an upper level flexible rib of the mainsail airfoil of FIGURE 1.

[00038] FIGURE 3C is an overhead view of the upper level flexible rib of FIGURE 3B with its extension section and extension pole telescoped outward when the rig is lowered.

[00039] FIGURE 4A is a partial side view of the top of the mast rig of FIGURE 1.

[00040] FIGURE 4B is a partial side view of the mast rig of FIGURE 1.

[00041] FIGURE 4C is a partial overhead view of the top of the mast rig of FIGURE 1.

[00042] FIGURE 5A is an overhead view of an individual internal rib level of the wingsail in accordance with the present technology.

[00043] FIGURE 5B is an enlarged partial overhead view of the individual internal rib level of FIGURE 5 A.

[00044] FIGURE 6A is an overhead view for the wind activated embodiment in accordance with the present technology.

[00045] FIGURE 6B is an enlarged partial overhead view of the wind activated embodiment of FIGURE 6A.

[00046] FIGURE 7A is a partial overhead view of another embodiment of the wind activated embodiment in accordance with the present technology.

[00047] FIGURE 7B is an isometric partial enlarged view of the embodiment of FIGURE 7A in accordance with the present technology.

[00048] FIGUR 7C is an overhead partial view of the wind activated embodiment of FIGURE 7A.

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SUBSTITUTE SHEET (RULE 26) [00049] FIGURE 8A is an enlarged overhead view of an internal rib level showing one of the circular tube lateral movement bases the lateral movement bars pass through as shown in FIGURES 5A and 6A.

[00050] FIGURE 8B is an elevated side view of the internal rib level of FIGURE 8A.

[00051] FIGURE 8C is an enlarged overhead view of the internal rib level of FIGURE

8A.

[00052] FIGURE 8D is an enlarged elevated side view of the internal rib level of FIGURE 8C.

[00053] FIGURE 8E is an enlarged elevated side view of the internal rib level of FIGURE 8C.

[00054] FIGURE 9A is an overhead view of the wingsail showing an individual internal rib level in accordance with the present technology.

[00055] FIGURE 9B is an overhead view of the wingsail showing the individual internal rib level of FIGURE 9A.

[00056] FIGURE 9C is an enlarged side view of the internal ribs shown in FIGURES 9A and 9B.

[00057] FIGURE 9D is an exploded view of FIGURE 9C.s

[00058] FIGURE 10A is an overhead view of the wingsail showing an individual internal rib level in accordance with the present technology.

[00059] FIGURE 10B is an overhead view of the wingsail of FIGURE 10A.

[00060] FIGURE 10C is a side cutaway view of within the boom shown in FIGURE 10B.

[00061] FIGURE 11 A is an overhead view of the wingsail in accordance with the present technology.

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SUBSTITUTE SHEET (RULE 26) [00062] FIGURE 1 IB is an overhead view of the wingsail of FIGURE 11A.

[00063] FIGURE 11C is an overhead view of the wingsail shown in FIGURE 1 IB.

[00064] FIGURE 1 ID is an overhead view of the wingsail shown in FIGURES 11A-11C.

[00065] FIGURE 12A is an overhead view of the mast on the left and the boom, with the slot for the tension control arm on the aft end of the boom seen on right side of the boom.

[00066] FIGURE 12B is a side view of the lower section of the tension control arm shown in FIGURE 12A.

[00067] FIGURE 12C is a side view of the lower section of the tension control arm shown in FIGURE 12A.

[00068] FIGURE 12D is a side cutaway view of the back end of the boom and lower section of the tension control arm of FIGURE 12A.

[00069] FIGURE 13 is a side view of an upper section of the wingsail rig in accordance with the present technology.

[00070] FIGURE 14 is a side view of the upper section of the wingsail rig shown in FIGURE 13

[00071] FIGURE 15A is an enlarged side view of the wingsail rig on the leeward side in accordance with the present technology.

[00072] FIGURE 15B is an enlarged side view of the wingsail rig on the windward side in accordance with the present technology.

[00073] FIGURE 16A is a side view of the back of the sail rig from outside the wingsail in accordance with the present technology.

[00074] FIGURE 16B is a side view of the back of the sail rig from outside the wingsail shown in FIGURE 16A.

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SUBSTITUTE SHEET (RULE 26) [00075] FIGURE 16C is a side view of the back or aft end of the sail rig shown in FIGURE 16A.

[00076] FIGURE 17A is an overhead view of the back of the rear sail wedge, the coupling device, and the tension control arm in accordance with the present technology. FIGURE 17B is an enlarged overhead view of the rear edge of the tension control arm at the back of airfoil shown in FIGURE 17A

[00077] FIGURE 17C is an overhead view of the rear edge of the airfoil shown in FIGURE 17B.

[00078] FIGURE 18 is a side view of the upper and lower sections of the mainsail rig in accordance with the present technology.

[00079] FIGURE 19A is a side view showing the upper and lower sections of the mast and sailing rig for the mainsail rig shown in FIGURE 18.

[00080] FIGURE 19B is an overhead view of the back or aft edge of a flexible rigging rib shown in FIGURE 19A.

[00081] FIGURE 20A is a view of the back end of the rear sail wedge in accordance with the present technology.

[00082] FIGURE 20B is a view of the underside of the rear sail wedge in accordance with the present technology.

[00083] FIGURE 21 A is a view of the back of the rear sail in accordance with the present technology.

[00084] FIGURE 2 IB is a view of the back of the rear sail wedge and the coupling device in accordance with the present technology.

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SUBSTITUTE SHEET (RULE 26) [00085] FIGURE 21C is view of the back of the rear sail wedge and the coupling device shown in FIGURE 2 IB.

[00086] FIGURE 22A is a view of the coupling device cylinder and the connected turning gear within the gear box in accordance with the present technology.

[00087] FIGURE 22B is a cutaway overhead view of the rear sail wedge shown in FIGURE 20A and 22A.

[00088] FIGURE 22C is a cutaway side view of the rear sail wedge in accordance with the present technology.

[00089] FIGURE 23 is a tilted side view from slightly below the mainsail for a sailing rig in accordance with the present technology.

[00090] FIGURE 24A is an overhead view of an individual lateral movement components level for the wind activated embodiment of the present technology.

[00091] FIGURE 24B is an enlarged overhead view of FIGURE 24A.

[00092] FIGURE 25A is a view from the rear and slightly elevated of the forward area of the sailing rig for the mainsail of FIGURE 23.

[00093] FIGURE 25B is non elevated rear view of the mast of the wingsail shown in

FIGURE 25A

[00094] FIGURE 26A is an enlarged overhead view of a lateral movement base and the lateral movement components of FIGURES 24A and 25 A.

[00095] FIGURE 26B is an elevated side view of the horizontal guide wires of the lateral movement platform embodiment in accordance with the present technology.

[00096] FIGURE 26C is a side view of an individual lateral movement base and one of the horizontal guide wires in accordance with the present technology.

18

SUBSTITUTE SHEET (RULE 26) [00097] FIGURE 27 A is an overhead view of the trailing edge wedge for the wingsail embodiment of FIGURES 23 A and 24A.

[00098] FIGURE 27B is an overhead view of a rigging rib placed at various levels to guide the horizontal guide wire platforms in accordance with the present technology.

[00099] FIGURE 28A is an overhead view of an internal rib level in accordance with the present technology.

[000100] FIGURE 28B is an overhead view of an internal rib level with the situation reversed from FIGURE 28A.

[000101] FIGURE 29 is an elevated side view of an inner portion of a lateral positioning stop used with the linear actuator/ hydraulic pistons configuration in accordance with the present technology..

[000102] FIGURE 30A is an overhead view of a rib level for a wingsail shaped mechanically in accordance with the present technology.

[000103] FIGURE 30B is an enlarged overhead view of FIGURE 30A.

[000104] FIGURE 31 A is a view from the rear of a rib level looking forward in accordance with the present technology.

[000105] FIGURE 3 IB is a view from the rear of a rib level looking forward shown in FIGURE 31 A, minus the gear box.

[000106] FIGURE 32 is a side view showing the forward starboard side of the sailing rig in accordance with the present technology.

[000107] FIGURE 33 is an enlarged side view of the upper and lower sections of the headsail rig shown in FIGURE 32.

19

SUBSTITUTE SHEET (RULE 26) [000108] FIGURE 34A is a view from the lengthwise axis of the forward section of an internal flexible rib of the headsail in accordance with the present technology.

[000109] FIGURE 34B is a view from the lengthwise axis of the forward section of the bottom internal flexible rib of headsail of FIGURE 34A.

[000110] FIGURE 34C is a side view of the back end of the headsail with the tension control arm moved inward in accordance with the present technology.

[000111] FIGURE 35A is an overhead view for the wind activated embodiment of an internal rib level in accordance with the present technology.

[000112] FIGURE 35B is an enlarged overhead detailed view of the forward and aft sections of FIGURE 35 A.

[000113] FIGURE 36A is an overhead view of a headsail rib level with the wind directly in front of the boat in accordance with the present technology.

[000114] FIGURE 36B is a side view of the aft section of a rib level of the headsail in accordance with the present technology.

[000115] FIGURE 36C is a side view of a rib level of the aft section of the headsail of FIGURE 36B.

[000116] FIGURE 36D is an overhead view of the aft section of a headsail rib level shown in FIGURE 36A.

[000117] FIGURE 37A is an overhead view for the wind activated embodiment of an internal rib level for the headsail in accordance with the present technology.

[000118] FIGURE 37B is an overhead view for the wind activated embodiment of an internal rib level for the headsail in accordance with the present technology.

20

SUBSTITUTE SHEET (RULE 26) [000119] FIGURE 37C is an overhead view of an internal rib level for the headsail shown in FIGURE 37B.

[000120] FIGURE 37D is an overhead view of an internal rib level for the headsail shown in FIGURE 37B.

[000121] FIGURE 37E is an overhead view of the bottom flexible rib of the headsail shown in FIGURE 37B.

[000122] FIGURE 38A is a side view of the mast and mainsail rig in accordance with the present technology.

[000123] FIGURE 38B is an overhead view of the back of the mainsail airfoil in accordance with the present technology.

DETAILED DESCRIPTION OF THE INVENTION

[000124] FIGURE 1 A is a side view of the mast 2 on the left and the mainsail airfoil rigging with the shape of the wingsail having minimal or no taper at the back edge from top to bottom. With the top and bottom ribs 3 being close in lengths, the ribs do not have to be detached from the tension control arm 4 for the rig to be raised and lowered. In this embodiment, all flexible ribs may have curved bars 41 that encompass the tension control arm and the flexible ribs have telescoping sections in the rear section that allow the ribs to be raised and lowered without locking into the tension control arm once raised and then unlocking from the tension control arm to have the rig lowered. The ability of the tension control arm to be moved forward by within the slot on the boom 12 controls the flexing of the ribs, and therefore the airfoil shape. In particular, the positioning of the tension control arm to determine the flattened or curved windward sail shape will also affect the curvature of the leeward sail and thus the overall airfoil shape.

21

SUBSTITUTE SHEET (RULE 26) [000125] FIGURE 2A is a side view of the upper and lower sections of the mast 2 and sailing rig for the mainsails. At the top is the connection bar 15 with a hinged rear section that connects to the mast and the spine 11 of the tension control arm 4 at the rear of the rig (leech). The connection bar pivots horizontally about the mast which allows the tension control arm to pivot in tandem with the boom 12 at the bottom of the rig. The hinged connection at the top of the rig of the mast connection strut and the spine of the tension control arm allows the tension control arm to be move forward or rearward. At the top of the rig is a rigid rib 8 that connects to the mast and swivels about the mast via the pivot rings 17 which connect the rigid rib to the vertical slot known as the gooseneck of the mast (shown in later figures). The rigid rib is raised and lowered with the flexible ribs, and the flexible ribs with their pivot rings pivot about the mast as the boom is positioned by the sailboat crew. The boom swivels horizontally about the mast as the boom in a normal sailing rig. Within the aft section of the boom is a slot where the lower strut 16 of the tension control arm passes through. The length of the slot in the boom limits the forward and rear movement of the tension control arm. Later figures display and describe the movement control mechanisms within the aft section of the boom which keep the tension control arm extended out or allow it to move inward with the wind force acting upon the airfoil. There are internal flexible ribs 3 whose shapes are controlled by the positioning of the tension control arm, to be explained in detail later. Rigging wires 23 guide the individual rib sections up and down as the sail rig is raised or lowered. To assist in the raising and lowering of the rig there are rigging ribs 40 with bars 41 that encompass the tension control arm. The rigging ribs have telescoping sections to extend or retract the rigging ribs as the rig is raised or lowered.

[000126] FIGURE 2B is an enlarged view of the top section of the tension control arm 4 with the rigid spine 11 of the tension control arm at the top with the round opening to connect into the mast connection strut (15 in FIGURE 2A) and pass through the slot in the boom at the bottom of the rig.

22

SUBSTITUTE SHEET (RULE 26) The circular opening at the top of the spine allows the fore and aft movement or pivot of the tension control arm to allow for the curvature of the airfoil in high winds, or for the windward sail to be straight in light to moderate winds.

[000127] FIGURE 3 A is a side view of the lower section of the mast 2 on the left with the mainsail airfoil rigging comprised of the top rigid rib 8 and internal ribs 3 of FIGURE 1A and FIGURE 2A lowered for the sails to be removed, stowed in place, or placed upon the rig to be raised. The top rigid rib is lowered with the flexible ribs. The flexible ribs have their telescoping sections extended out and the curved bars 41 envelope the tension control arm 4. The upper ribs may need multiple telescoping sections to be lowered as illustrated in the figure.

[000128] FIGURE 3B is an overhead view of an upper level flexible rib of FIGURE 3 A in position at the upper level of the rig, the extension pole 34 of the rib is connected to the rear wedge 10 and a curved bar 41 attaches to the rear sail wedge and encompasses the tension control arm 4. The tension control arm will control the rigidity of the ribs, and guide the ribs as the rig is raised and lowered by maintaining the vertical alignment of the ribs.

[000129] FIGURE 3C is an overhead view of an upper level flexible rib 3 of FIGURE 3B with its extension poles 34 telescoped outward when the rig is lowered. The difference in position of the tension control arm 4 in the two figures illustrates the taper of the control arm from top of the rig to bottom in relation to the nearly vertical alignment of the mast with the tension control arm being nearer to the mast at the top of the rig in FIGURE 3B, and the tension control arm further aft at the bottom of the rig as in FIGURE 3C.

[000130] FIGURE 4A is a side view of the top of the mast 2 on the left and the components of the top of the wingsail rig including the connection strut 15 connecting the mast to the spine 11 of the tension control arm 4. The connection strut connects to the mast at the upper and lower connection

23

SUBSTITUTE SHEET (RULE 26) points by pivot rings 17 that allow the upper section of the sail rig to swing about the mast as the boom (12 FIGURE 3A) is set to a desired position. The aft section of the connection strut has a dashed line to display the pivot pin 22 passing through the spine of the tension control arm and through the connection strut. This hinged connection at the top of the sail rig allows the tension control arm to move forward and aft as depicted by the arrows. Also shown within the cutout of the connection bar is the linear actuator 14 and spring 1 housed within the connection bar. The extension or retraction of the linear actuator and spring allows for the sail rig to be extended outward or moved inward and curved during stronger winds. An optional component on the spine is a swivel coupling 35 joining the top section of the spine to the lower sections of the spine within the tension control arm to allow the tension control arm to turn with the curvature of the sails when the airfoil is flexed during heavy winds. At the top section of the rig is the rigid rib 8 that connects to the mast and can swing about the mast with the pivot rings that fasten the rib to the mast. 1 oriented horizontally at the top, the fixed frame rib for the top of the sails below the connection bar, and the tension control arm and its connection into the connection bar.

[000131] FIGURE 4B is a side view of the connection bar 15 for the mast 2 and tension control arm 4 to show the slotted opening for the hinge pin 22 of the tension control arm to allow for fore and aft movement of the tension control arm as the linear actuators are retracted or extended depending on the wind velocity.

[000132] FIGURE 4C is an overhead view of the top of the mast rig showing the mast 2 on the left, the connection bar 15 for the tension control arm to the right, and the pivot ring 17 connecting the connection bar to the mast for the connection bar to pivot about the mast as the boom is positioned at the bottom of the rig. The hinge pin 22 fastens the spine 11 of the tension control arm to the connection strut.

24

SUBSTITUTE SHEET (RULE 26) [000133] FIGURE 5A is an overhead view of an individual internal flexible rib level showing the port and starboard sails on the left and right flanks respectively connected to the fixed forward mast at the top of the figure, with the airfoil shape is in a neutral setting with a symmetrical shape.

[000134] FIGURE 5B is an enlarged overhead detailed view of the forward area of FIGURE 5A displaying the port and starboard sails 1 and some of the forward lateral movement and shaping components that position and shape the two sails in unison with the movement and shaping components set upon the internal rib. The boom bail 26 connects to the internal rib by having a pin pass through it, the internal rib, and the pivot pin 17. The bail boom fits into the gooseneck 42 of the mast 2 allowing the rib to be raised and lowered. The lateral movement components to control the position of the sails and therefore the shape of the airfoil are comprised of the lateral movement bases 5 fixed to the rib, lateral movement bars 6 that pass through the lateral movement bases and contact the opposing sails, and the lateral stops 7 placed on the ends of the lateral movement bars. The lateral movement bars set the amount of inward movement of the windward sail, in doing so the lateral moveme FIGURE 6A. An option at some or every flexible rib level is to have horizontal battens 9 on the inside or outside of the sails. The battens will help to shape the sails by giving the sails rigidity, especially preventing the windward sails from becoming concave between where they contact the lateral movement bars.

[000135] FIGURE 6A is an overhead view of an individual rib level with the wind source from the right, and the airfoil nose of the wingsail is rotated into the direction of the wind, and the lateral movement of the sails toward the left side, or port side.

[000136] FIGURE 6B is an enlarged overhead detailed view of the forward area of FIGURE 6A showing the lateral movement of the shaping components and sails from right to left: from starboard to port. The lateral movement bases 5 are circular tubes joined to the rib 3. The lateral

25

SUBSTITUTE SHEET (RULE 26) movement bars 6 pass through and move through the lateral movement bases to extend outward and curve the port sail 1 while moving inward and flattening the shape of the starboard sail 1. The lateral stops 7 on the outer ends of lateral movement bars stop the lateral movement of the bars and the sails contacting the lateral movement bars when the lateral stops contact the lateral movement base. If the ribs were wider than the lateral movement bases or have the same widths as the movement bases then the lateral stops would contact the sides of the ribs to end the inward travel of the windward sail.

[000137] FIGURE 7A is an overhead view of the forward section of an internal rib where the wingsail connects to the fixed forward mast, with an optional design of placing the lateral movement control components on the flexible ribs to replace the lateral stops that were on the outer ends of the lateral movement bars as in FIGURES 5A and 6A. This option replaces the two lateral stops on the ends of the lateral movement bar 6 with a single central lateral stop 29 connected to the center of the lateral movement bar, as shown in this figure. The lateral slide base is now a pair of tubular slide bases 5 on the outer flanks of the rib. For this airfoil shaping option a pair of lateral movement brackets 28 are set upon the ribs for every lateral movement bar. The amount of movement of the lateral movement bars across the ribs are determined by the internal width of the lateral movement brackets. The figure shows that the travel from right to left of the lateral movement bars terminates when the central lateral stops contact the left side of the lateral movement brackets. The symmetrical setting and shaping of the port and starboard sails are determined by the lengths of the lateral movement bars combined with the internal widths of the lateral movement brackets just as the shaping of the airfoil was determined by the lengths of the lateral movement bars and the positioning of the lateral movement stops on the ends of the lateral movement bars as shown in FIGURES 5A and 6A.

[000138] FIGURE 7B is a slightly elevated enlarged view from the rear of a rib level of one of the lateral movement components set upon the rib in the configuration of FIGURE 7A. The round

26

SUBSTITUTE SHEET (RULE 26) lateral slide bases 5 are on the port and starboard flanks of the rib. The central lateral stop 29 is joined to the lateral movement bar 6, with the central lateral stop being within the lateral movement brackets

28. The interior widths of the individual lateral movement brackets will determine the width-wise length of travel, or the travel range of the lateral movement bars.

[000139] FIGURE 7C is an overhead view of the forward section of an internal rib as in FIGURE 7A with both lateral stops 7 on the ends of the lateral movement bars and the central lateral stops 29 utilized, with one system acting as a backup for the other in case of damage or failure of one of the two systems. The locations of the lateral stops at the outer sections of the lateral movement bars would be set to contact the ribs and/ or lateral slide bases when the central lateral stop are contacting the lateral movement brackets.

[000140] FIGURE 8A is an enlarged overhead view of an internal rib level showing one of the circular tube lateral movement bases 5 and the lateral movement bars 6 pass through the bases as shown in FIGURE 5A and 6A. The starboard wind from the right causes the lateral movement bars to travel to the port side, and the movement is halted when the lateral movement stops 7 contact the ribs. The port side sail 1 on the left is extended as the windward sail is moved inward.

[000141] FIGURE 8B is an elevated side view of an internal rib level 3 as in FIGURE 8A of the circular lateral movement bases 5, the lateral movement bars 6, and the lateral stops 7 on the ends of the lateral movement bars.

[000142] FIGURE 8C is an enlarged overhead view of an internal rib level 3 with the optional design of the sides of the rib serving as the lateral movement bases with openings traversing the sides for the lateral movement bars 6 to pass through the ribs and interact with the opposing sails. The lateral stop 7 on the right is pressed against the side of the rib to set the position and shape of the

27

SUBSTITUTE SHEET (RULE 26) windward starboard sail as the lateral movement bar is extended on the port side on the left to set the shape of the leeward sail 1.

[000143] FIGURE 8D is an enlarged elevated side view of an internal rib level 3 of FIGURE 8Cwhere the openings in the sides of the rib are the lateral movement bases for the lateral movement bars to pass through.

[000144] FIGURE 8E is an enlarged elevated side view of an internal rib level 3 of FIGURES 8B and 8C showing some of the lateral movement bars 6 that transit through the rib and the lateral stops 7 on the outer ends of the lateral movement bars.

[000145] FIGURE 9A is an overhead view of the wingsail showing an individual internal rib level 3 with the flexible rib extended out to have a straight shape by the tension control arm 4 to create a flattened windward sail 1 on the port side, seen as the sail on the lower half of the figure.

[000146] FIGURE 9B is an overhead view of the wingsail showing an individual internal rib level 3 as in FIGURE 9A with the tension control arm 4 moved inward to allow a moderate or strong port side wind to curve the entire wingsail airfoil. The flexible composition of the internal rib materials will cause the ribs to curve and the windward sail to become concave in stronger winds.

[000147] FIGURE 9C is an enlarged side view of the links of the optional linked sections of the internal ribs 3 seen in FIGUREA 9A and 9B.

[000148] FIGURE 9D is an exploded view of FIGURE 9Cshowing the components of the optional linked rib sections 3. In this variation pins 22 or cotter pins will link the separate sections of the rib levels.

[000149] FIGURE 10A is an overhead view of the wingsail showing an individual internal rib level 3 with the flexible rib extended out to have a straight shape by the tension control arm 4 to create a flattened windward sail on the port side as in FIGURE 9A, with the lower section of the figure

28

SUBSTITUTE SHEET (RULE 26) being a side cutaway view of the aft end of the boom 12 showing the linear actuator 14 and spring 19 housed within the boom controlling whether the tension control arm can be moved inward by wind pressure exerted on the airfoil or remain by force at the aft end of the boom.

[000150] FIGURE 10B is an overhead view of the wingsail as in FIGURE lOAwith the airfoil flexed and curved, with the cutaway view of the lower section of the boom 12 showing the linear actuator 14 retracted and the tension control arm 4 moved inward by the air pressure on the windward side.

[000151] FIGURE 10C is a side cutaway view of within the boom 12 as in FIGURE 10B with the linear actuator 14 partially retracted with a gas or hydraulic strut 21 replacing the spring to further curve the airfoil by the air pressure on the airfoil’s the windward side.

[000152] FIGURE 11 A is an overhead view of the wingsail showing an individual internal rib level 3 with the flexible rib extended out to have a straight shape by the tension control arm 4 to create a flattened windward sail 1 on the port side as in FIGURES 9A and 10A. FIGUREA 11A thru 1 ID illustrate the range of curvature of the windward sail and the airfoil overall as the linear actuator is retracted further as the wind force increases. In FIGUREA 11 A- 1 ID the linear actuator 14 is shown outside of the airfoil to compare the shape of the airfoil to the extension or retraction of the linear actuator. For FIGURE 11 A at the top the linear actuator is fully extended maintaining the straight shape of the internal ribs and the flat shape of the windward sail.

[000153] FIGURE 1 IB is an overhead view of the wingsail as in FIGURES 9B and 10B with the airfoil flexed and curved due to the linear actuator 14 being partially retracted and the tension control arm 4 moved forward by the air pressure on the windward side. The tension control arm is moved forward within the slot at the aft section of the boom 12 (on the right side of the figure). Having a flattened windward sail for light to moderate winds or a curved windward sail for heavier winds is a

29

SUBSTITUTE SHEET (RULE 26) function of the extension or retraction status of the linear actuator and the compression of the spring within the boom. The tension control arm moves fore and aft within the slot in the boom as the linear actuator is retracted or extended and the wind force acts upon the spring and the airfoil.

[000154] FIGURE 11C is an overhead view of the wingsail as in FIGURE 1 IBwith the airfoil shape curved further due to the combination of the linear actuator being retracted more and a stronger wind acting upon the airfoil.

[000155] FIGURE 1 ID is an overhead view of the wingsail as in FIGUREA 1 IB and 11C with the airfoil shape curved even further than in FIGURE 1 ICwith the linear actuator fully retracted during a strong wind.

[000156] FIGURE 12A is an overhead view of the mast 2 on the left and the boom 12, with the slot for the tension control arm on the aft end of the boom seen on right side of the boom.

[000157] FIGURE 12B is a side view of the lower section of the tension control arm 4 where the tension control arm is at the top, the spine 11 for the tension control arm is visible below the tension control arm, and the lower strut 16 that passes through the slot of the boom at the lower section.

[000158] FIGURE 12C is a side view of the lower section of the spine 11 for the tension control arm 4 at the top including openings for the fastening means to join the spine to the lower strut 16 of tension control arm seen at the lower end of the figure.

[000159] FIGURE 12D is a side cutaway view of the back end of the boom 12 and lower section of the tension control arm 4 to show the lower strut 16 that fits into the slot of the boom against the tension spring 19 and linear actuator 14 within the boom. The extension or retraction of the linear actuator and spring control whether the wind can move the tension control arm forward to curve the two sails of the airfoil.

30

SUBSTITUTE SHEET (RULE 26) [000160] FIGURE 13 is a side view of the upper section of the wingsail rig minus the sails shown to display the rigging components with the sail rig raised. The mast 2 is on the left, the connection bar 15 from the mast to the spine 11 of the tension control arm is positioned horizontally at the top of the rig. The airfoil’s top rigid rib 8 is beneath the connection bar. The internal flexible ribs 3 are shown at various horizontal levels. At various stages of the rig rigging ribs 40 can be placed to assist in the raising and lowering of the rig. The rigging ribs have curved bars 41 that envelope the tension control arm to assist the vertical alignment of the entire rig as it is being raised or lowered. Rigging wires 23 run vertically along the port and starborad sides of the ribs from the bottom flexible rib (not shown) to the top rigid rib. The rigging wires attach to all the flexible internal ribs and rigging ribs from the bottom flexible rib to the top rigid rib. Also shown is the port side sail underlap 13 at the back edge of the rig just forward of the tension control arm. The starboard sail underlap is not seen. When the rig is lowered the sail underlap material can be removed or covered along with the port and starboard sails.

[000161] FIGURE 14 is a side view of the upper section of the wingsail rig as in FIGURE 13 with the port side sail 1 raised and visible. The back edge of the sail underlap 13 is visible between the rear edge of the sail and the tension control arm 4. The sail underlap reduces the gap between the sail and the tension control arm to provide smoother airflow from the mast to the back edge of the tension control arm.

[000162] FIGURE 15A is an enlarged side view of the wingsail rig on the leeward side, with the leeward sail 1 curved and its back edge moved forward from the tension control arm 4 and the sail underlap 13 is at the back edge (leech) of the sail rig to prevent an air gap between the back edge of the leeward sail and the tension control arm. The port and starboard sails run vertically up the mast to which the sails are attached to. The leeward sail is extended outward and curved by the lateral movement components. The back edge of the leeward sail can be pulled forward producing a gap

31

SUBSTITUTE SHEET (RULE 26) between the leeward sail and the trailing edge of the airfoil: the tension control arm. The sail underlap will reduce this gap and allow more smooth airflow from the forward edge of the mast to the back edge of the tension control arm.

[000163] FIGURE 15B is an enlarged side view of the wingsail rig on the windward side, with the windward sail 1 flattened and its back edge pulled back toward the tension control arm 4 and the sail underlap 13 covered by the windward sail. As stated in FIGURE 15A the purpose of the sail underlap is to reduce or prevent a gap existing between the rear edge of the leeward sail and the tension control arm. Such a gap can result in turbulent airflow at the back edge of the airfoil.

[000164] FIGURE 16A is a side view of the back of the sail rig from outside the wingsail for an individual flexible rib level 3. The back edge of the sail 1 overlaps the sail underlap 13. The horizontal batten 9 at this level is positioned outside the sail, the other option is to position the battens on the interior of the two sails. The dashed lines of the rear sail wedge 10 within the sails is shown, beyond the edge of the sail the rear sections of the rear sail wedge and sail underlap are visible. The sail underlap is positioned within a slot of the rear sail wedge (FIGURE 20A and 22A). A curved bar 41 envelops the tension control arm 4 and is connected to the port and starboard sides of the rear sail wedge. The curved bar assists in the vertical alignment of the when it is raised and lowered. The curved bar also maintains the vertical alignment of the airfoil in relation to the setting of the boom as the wind encounters the airfoil.

[000165] FIGURE 16B is a side view of the rear edge of the sail rig from outside the wingsail for a rib level where the rear sail wedge 10 locks into the tension control arm 4. In FIGURE 16A the individual flexible ribs do not lock into the tension control arm, instead the curved bars envelop the tension control arm. In this variation the rear sail wedges are locked into the tension control arm when the airfoil has an advanced tapered shape from top to bottom: the difference in lengths between the

32

SUBSTITUTE SHEET (RULE 26) upper and lower ribs would prevent placing curved bars to envelop the tension control arm, doing so would prevent the sail rig from being raised and lowered. At the right of the figure the rear sail wedge is shown with dashed lines underneath the sail and with dashed lines under the tension control arm where it is locked into when the sail rig is raised. This variation would be necessary for the sail rig with a greater taper from bottom to top of the rig, i.e. : a significant difference in rib lengths at the upper section of the rig to the lower section preventing the raising and lowering of the sail should the upper level ribs be outfitted with the curved bars enveloping the tension control arm.

[000166] FIGURE 16C is a side view of the back or aft end of the sail rig as in FIGURE 16Afrom inside the wingsail illustrating from left to right; the flexible internal rib 3, the rear sail wedge 10, and the tension control arm 4 at the far right. The rear sail wedge is slotted to have the sail underlap 13 for this side of the boat pass through them. The rear sail wedge is connected to the internal rib 3. The rear sail wedge can be connected to the tension control arm 4 for a wingsail with a more tapered shape from top to bottom as in FIGURE 16Bor be detached and have a curved bar 41 envelope the tension control arm as shown from the interior in this figure and illustrated from the outside in FIGURE 16A.

[000167] FIGURE 17A is an overhead view of the back of the rear sail wedge 10 and the coupling device 35 to lock the rear sail wedge into the tension control arm 4. For the configuration described in FIGURES 17A-22Cthe tension control arm has latches on the sides to lock in or release the rear sail wedge. This configuration is for the sail rig with the wider tapered shape from top to bottom preventing the individual flexible ribs from encompassing the tension control arm as the sail rig is raised or lowered.

[000168] FIGURE 17B is an enlarged overhead view of the trailing edge of the airfoil showing the rear edge of the rear sail wedge 10, the coupling device 35 for the rear sail wedge, and the

33

SUBSTITUTE SHEET (RULE 26) tension control arm 4 with the coupling device locking the rear sail wedge into the tension control arm for a particular flexible rib level. The release latches 39 on the flanks of the tension control arm are closed by being moved inward to lock the coupling device. The coupling device attaches to the rear sail wedge which in turn is connected to the internal flexible rib. For this configuration with the wider taper of the airfoil from the top of the rig to the bottom locking the flexible ribs into the tension control arm makes it possible for the tension control arm to flex the airfoil or have the windward sail be flattened.

[000169] FIGURE 17C is an overhead view of the rear edge of the airfoil as in FIGURE 17Bwith the latches 39 on the tension control arm 4 extended out by linear actuators 14 on the flanks of the tension control arm. The coupling device 35 of the rear sail wedge 10 is extended outward to the rear of the airfoil and then turned 90 degrees to complete the disengagement of the rear sail wedge from the tension control arm. The sail rig can be raised or lowered when this action is complete at the individual rib levels.

[000170] FIGURE 18 is a side view of the upper and lower sections of the port side of the mainsail rig with the vertical mast 2 on the left. At the aft section of the boom 12 at the lower right of the figure is the slot for the lower strut 16 of the tension control arm 4 to pass through. The tension control arm is positioned vertically on the aft edge of the airfoil (leech) on the right side of the figure to move forward or aft to curve the airfoil or flatten it depending on the severity of the wind. In the variation shown in FIGURES 17A-22C the flexible ribs attach and lock into the tension control arm when the rig is raised. At various levels there are rigging ribs 40 with the curved bars 41 that encompass the tension control arm to align the ribs as the rig is raised or lowered.

[000171] FIGURE 19A is a side view showing the upper and lower sections of the mast 2 and sailing rig for the mainsail rig of FIGURE 18with the top rigid rib 8 and the internal flexible ribs 3 lowered. The flexible ribs for the lateral movement components become detached from the tension

34

SUBSTITUTE SHEET (RULE 26) control arm 4 when the rig is to be lowered. The flexible rigging ribs 40 have curved bars 41 that envelope the tension control arm to maintain the positioning of the flexible ribs as the rig is lowered. The rigging ribs telescope outward or will retract back into the main section of the rigging ribs just as the flexible ribs of FIGUREA 3B and 3Cwould.

[000172] FIGURE 19B is an overhead view of the back or aft edge of a rigging rib 40 at the top of the figure. The curved bar 41 is attached to the rigging rib and fits around the tension control arm 4 to maintain the alignment of the rig while being raised or lowered.

[000173] FIGURE 20A is a view of the back end of the rear sail wedge 10 at the top of the figure. Beneath the rear sail wedge is the gear box 18 to turn the coupling device at the back end of the rear sail wedge.

[000174] FIGURE 20B is a view of the underside of the rear sail wedge 10 to show the opening at the bottom at the back on the right side of the figure for the turning gear of the gear box from FIGURE 18 to fit into and engage the coupling device. Also visible are the port (bottom) and starboard (top) slots within the rear sail wedge for the port and starboard sail underlaps.

[000175] FIGURE 21 A is a view of the back of the rear sail wedge 10 minus the coupling device, displaying the cylinder the coupling device fits into. The coupling device locks into the tension control arm for sail rigs with wider tapered shapes from top to bottom as shown in FIGURES 17A-22C.

[000176] FIGURE 21B is a view of the back of the rear sail wedge 10 and the coupling device 35, with the coupling device set horizontally to lock the rear sail wedge into the tension control arm.

[000177] FIGURE 21C is view of the back of the rear sail wedge 10 and the coupling device 35 as in FIGURE 17C, with the coupling device turned 90 degrees as it is extended to unlock the rear sail wedge from the tension control arm.

35

SUBSTITUTE SHEET (RULE 26) [000178] FIGURE 22A is a view of the back end of the rear sail wedge 10 showing the fluted round bar of the coupling device 35 and the dashed outline of the locking bar at the end of the coupling device to lock into the rear positioning arm. Under the rear sail wedge is the gear 20 housed within the gear box 18 represented by the lower set of dashed lines. The gear engages and turns the coupling device to engage or disengage from the tension control arm.

[000179] FIGURE 22B is an overhead view of the aft section of the rear sail wedge 10 with a cutaway view in the middle to illustrate the linear actuator 14 within the rear sail wedge that extends and retracts the coupling device 35 on the right side of the figure. The slots for the sail underlaps are seen at the starboard (upper part of the figure) and port (lower part of the figure) flanks of the rear sail wedge.

[000180] FIGURE 22C is a cutaway side view of the rear sail wedge 10 with the linear actuator 14 retracted and in turn the coupling device 35 is positioned forward. The gear 20 within the gear box 18 has set the bar of the coupling device to a horizontal position. With the coupling device moved forward and the bar set horizontal the flexible rib level is locked into the tension control arm.

[000181] Section B: Embodiment with Lateral Sail Movement and Shaping Components Set Upon Horizontal Cables Instead of Internal Ribs

[000182] FIGURE 23 is a tilted side view from slightly below the mainsail for a sailing rig with a fixed forward mast 2 and sets of horizontal cables or wires 25 as the platform levels for the lateral movement components. As with the primary embodiment with flexible internal ribs as the platform levels for the flexible ribs this rig as a top rigid end frame rib 8 and a connection bar 15 to connect the tension control arm 4 to the mast. The slotted boom 12 is at the bottom of the figure. FIGURES 23- 27Bare of an optional design configuration replacing the primary design of having solid flexible internal ribs described in Section A of the figures with horizontal wires or cables.

36

SUBSTITUTE SHEET (RULE 26) [000183] FIGURE 24A is an overhead view of an individual lateral movement components level for the wind activated embodiment with a fixed forward mast with the wind source from the right

(starboard), with the further embodiment of utilizing horizontal wires as the platforms for the lateral movement components in place of the flexible internal ribs of the embodiments described in FIGURES 1A-8E.

[000184] FIGURE 24B is an enlarged overhead view of FIGURE 24A to show in detail the forward area of the lateral movement components level. The horizontal cables 25 attach to the bracket 26 that is connected to the fixed forward mast 2 via the vertical gooseneck 42. The horizontal cable bracket has a pivot ring 17 to allow the horizontal cables to pivot about the mast as the boom is positioned to a proper place in relation to the wind. The lateral bases 5 are comprised of a pair of tubes the horizontal cables pass through and a lateral tube that the lateral movement bar 6 travels through. The lateral movement stops 7 are positioned at specific locations on the lateral movement bars to shape the sails. With a starboard wind as shown in this figure the lateral movement bars travel from right to left until the lateral movement stops contact the lateral movement bases. With the tension control arm extended all the way to the end of the boom the starboard windward sail on the right is flattened and the port side leeward sail is curved outward.

[000185] FIGURE 25A is a view from the rear and slightly elevated of the forward area of the sailing rig for the mainsail of FIGURE 23. For the individual lateral movement platform seen the horizontal guide wires 25 attach to the back of the fixed forward mast 2 via the bracket 26 connected into the vertical gooseneck 42 of the mast. The horizontal guide wire brackets are slotted into the gooseneck allowing the rig to be raised and lowered. The forwardmost lateral movement components are seen. The horizontal guide wires pass through the port and starboard sets of lengthwise oriented

37

SUBSTITUTE SHEET (RULE 26) tubes of the lateral base 5. The lateral movement bar 6 passes through the width-wise oriented tube to position the port and starboard sails.

[000186] FIGURE 25B is non elevated rear view of the nose of the wingsail as in FIGURE 25A showing the horizontal guide wires 25 passing through lengthwise tubes of the lateral movement base 5. The horizontal guide wires connect into the bracket 26 fitted into the slotted mast goosneck 42. The lateral stops 7 are on the lateral movement bars 6, with the lateral movment bars being able to move from port to starboard through the widthwise tube of the lateral base.

[000187] FIGURE 26A is an enlarged overhead view of a lateral movement base 5 and the lateral movement components for the embodiment with the horizontal guide wires serving as the vertical platforms for the lateral movement components. The horizontal guide wires 25 are held in position by the clamps 27 placed against the lengthwise tubes of the lateral movement base. In this figure the wind is from the starboard side on the right side of the figure. The starboard sail is moved inward and the starboard lateral movement stop 7 sets the position of the windward starboard sail as the lateral movement bar 6 extends out and shapes the leeward port sail.

[000188] FIGURE 26B is an elevated side view of the horizontal guide wires 25 of the lateral movement platform embodiment showing three lateral movement components stations set upon the horizontal guide wires. The sets of lateral movement stations are held in place by the clamps 27 tightened to the horizontal guide wires.

[000189] FIGURE 26C is a side view of an individual lateral movement base5 and one of the horizontal guide wires 25 from the pair of guide wires for a level of lateral movement components. The horizontal guide wire passes through the lower lengthwise tubular section of the lateral movement base. The lateral movement base is held in position along the length of the horizontal guide wire by the clamps 27.

38

SUBSTITUTE SHEET (RULE 26) [000190] FIGURE 27 A is an overhead view of the trailing edge wedge for the wingsail embodiment with the horizontal guide wires 44 as the vertical platforms for the lateral movement components. The rear sail wedge 10 is fastened into the tension control arm 4 the same way as with the flexible solid ribs shown in FIGURES 17A-17C. Topping lift or rear halyard guides 43 on the port and starboard sides of the rear sail wedges assist in the topping lifts or rear halyards hoisting the aft end of the rig with the horizontal cable wires as the lateral movement platforms.

[000191] FIGURE 27B is an overhead view of a rigging rib 40 placed at various levels to guide the horizontal guide wire platforms as the rig is raised and lowered. The extension pole 34 telescopes into the main section of the rib as the rig is being raised. The extension/ retraction section extends outward from the main section of the rigging rib as the rig is lowered. The curved bar 41 encompasses the tension control arm 4 to maintain the vertical alignment of the rig. On the curved bars are port and starboard guides 43 through which topping lift or rear halyards would raise the aft section of the rig for this configuration of the horizontal guide wires as lateral movement platforms. At the top of the figure is the pivot ring 17 at the forward section of the rigging rib. The pivot ring allows for a hinged connection to the mast in order for the rigging rib to pivot about the mast with the movement of the boom.

[000192] Section B: Mechanically Activated and Shaped Embodiment

[000193] FIGURE 28A is an overhead view of a flexible internal rib 3 level focusing on one of the linear actuators 14 mechanical airfoil shaping mechanisms for this rib level. The linear actuator connects to one of the flanking lateral stops 7, in this figure it is the port side lateral stop. The linear actuator is extended outward to the port side thus extending out the port side sail 1 and moving inward the starboard side sail. Dual lateral movement bars 6 move on glide action lateral movement bases 5. The lateral movement bars connect to the port and starboard lateral stops. The windward

39

SUBSTITUTE SHEET (RULE 26) starboard lateral movement stop is against rib halting the travel of the movement bars and setting the position at shape of the sails at this lateral movement station.

[000194] FIGURE 28B is an overhead view of an internal rib level with the situation reversed from FIGURE 28A where the linear actuator is retracted moving the port side sail inward toward the rib and extending out the starboard sail. The wind force will move the port side sail inward until contacting the lateral stop. The linear actuator extends outward the leeward starboard sail.

[000195] FIGURE 29 is an enlarged elevated side view of an individual flexible rib 3 level with a mechanically controlled lateral positioning station comprised of a linear actuator 14 controlling the shape of the airfoil. On the starboard side the linear actuator connects to the lateral stop 7. Dual lateral movement bars 6 connect across to the flanking lateral stops. Glide action lateral bases 5 allow for smooth lateral travel for the movement bars to move and shape the port and starboard sails.

[000196] FIGURE 30A is an overhead view of a rib level for a wingsail shaped mechanically by gear boxes on the rib levels and positioned at the movement plates to directly position the movement plates and shape both sails. Three sets of mechanical movement stations are in use for this figure. The number of movement stations would be determined by the length of the airfoil per rib level. The wind is from the port side with the lateral movement from the left to the right.

[000197] FIGURE 30B is an enlarged overhead view of FIGURE 30Ato show in detail the forward area of an individual rib level with electronically controlled gear boxes 18. The gear boxes engage with the port and starboard movement plates 30 that control the positioning and shape of the port and starboard sails. The gear boxes engage with the rack gears 31 on the movement plates to move and position the sails. Dual lateral movement bars 6 connect the flanking movement plates. The movement plates are set upon the lateral bases 5 for easy low friction lateral movement from left to right to flatten the port sail and curve the leeward starboard sail.

40

SUBSTITUTE SHEET (RULE 26) [000198] FIGURE 31 A is a view from the rear of a rib level 3 looking forward showing the gear box 18, laterally opposed movement plates 30, and opposing lateral movement bases 5. A lateral movement bar 6 connects across to the opposing movement plates. The rack gear on the starboard movement plate engages with the electronic gear box 18. This figure is a side view of the scenario displayed in FIGURE 30Awith the wind from the port side. The gear box engages with the rack gear to have the starboard movement plate extend the leeward sail 1 as the port sail is moved inward. The lateral movement is stopped when the port side movement plate contacts the lateral stop 7.

[000199] FIGURE 3 IB is a replica of FIGURE 31 Aminus the gear box for a better view of the opposing movement plates 30, the connection bar 6 for the opposing movement plates, and the lateral movement bases 5 for the movement plates that are fastened to the flexible internal rib 3.

[000200] Section C: Headsails Section

[000201] FIGURE 32 is a side view showing the forward starboard side of the sailing rig with the vertical mast 2 on the left and the headsail rig on the right and slightly overlapping the mast. The headsail rig is comprised of flexible internal ribs 3 with extension poles 34 at the aft end of the ribs. The flexible ribs have rear sail wedges 10 at the aft ends, and the rear sail wedges connect into the tension control arm 4 at the back of the rig. At the top of the rig is a connection bar 15 fitted to the mast and connected to the tension control arm. As with the mainsail rig the headsail rib has a rigid rib 8 for the port and starboard sails at the top of the rig. There is a linear actuator 14 to control the fore and aft movement of the tension control arm at the bottom of the rig. The linear actuator is affixed to the bottom flexible rib.

[000202] FIGURE 33 is an enlarged side view of the upper and lower sections of the headsail rig shown in FIGURE 32 detailing the swiveling tension control arm at the top and the linear actuator attached to the bottom flexible rib at the lower section

41

SUBSTITUTE SHEET (RULE 26) [000203] FIGURE 33 is a side view showing the upper and lower sections of the mast 2 and sailing rig for the headsails. At the top of the rig is the connection bar 15 with a hinged rear section that connects to the mast and the spine 11 of the tension control arm 4 at the rear of the rig (leech). The strut can pivot horizontally about the mast which allows the tension control arm to pivot in tandem with the boom 12 at the bottom of the rig. The hinged connection at the top of the rig of the mast connection strut and the spine of the tension control arm allows the tension control arm to be move forward or rearward. At the top of the rig is a rigid rib 8 that connects to the mast and swivels about the mast via the two pivot rings 17 for the connection bar. The rigid rib is raised and lowered with the flexible ribs. The linear actuator 14 under the bottom flexible rib controls the fore and aft movement of the tension control arm. Rigging lines 23 guide the individual rib sections up and down as the sail rig is raised or lowered. At the front of the rig a halyard (not seen) running the length of the forestay 44 raises and or lowers the rig. The front halyard connects to the individual ribs along the length of the rig.

[000204] FIGURE 34A is a view from the lengthwise axis of the forward section of an internal flexible rib 3 for the headsail with the lateral movement components at the top of the rib and the opening for the extension section of the rib to telescope into or out from the forward main section of the rib. The widthwise oriented lateral base 5 houses the lateral movement bar 6, and the lateral stops 7 are set at specific locations at the ends of the lateral movement bar.

[000205] FIGURE 34B is a view from the lengthwise axis of the forward section of the bottom internal flexible rib 3 of headsail with the lateral movement components affixed to the top of the rib, and the opening for the extension section of the rib in the middle section of the rib. Connected to the underside of the bottom rib is the linear actuator 14 to control the tension control arm for the headsails.

42

SUBSTITUTE SHEET (RULE 26) [000206] FIGURE 34C is a side view of the back end of the headsail rig with the tension control arm 4 moved inward by the linear actuator to move the entire headsail forward of the mast 2 on the far left of the figure. The extension sections of the ribs have slid into the forward area of the rib 3.

[000207] FIGURE 35A is an overhead view for the wind activated embodiment of an internal rib level for the headsail with circular lateral movement bases, and the wind source from the starboard resulting in lateral movement of the sails toward the left side, or port side

[000208] FIGURE 35B is an enlarged overhead detailed view of the forward and aft areas of FIGURE 35 A, at the top section the starboard wind moves the lateral movement of the shaping components and sails from right to left until the lateral stop 7 contacts the slide base 5. The starboard windward sail is flattened while the leeward sail is extended and curved. On the lower section two more lateral movement stations are in view with the starboard sail moved inward and flattened as the port sail is extended. The rib has a telescoping section extended out with the back lateral movement station extension upon it. The extension pole 34 is extended fully back as the rear sail wedge is moved all the way rearward by the tension control arm 4.

[000209] FIGURE 36A is an overhead view of a headsail rib level with the wind directly in front of the boat, and the extension sections of the rib moved into the main section of the rib by the connected tension control arm that is controlled and moved forward by the linear actuator at the bottom of the headsail rig (not seen).

[000210] FIGURE 36B is a side view of the aft section of a rib level 3 of the headsail rig with it extended to overlap the mast 2. The tension control arm 4 being moved the rear by the linear actuator extends the rest of the rig. The extension section of the rib is set outward from the main section of the rib and the extension pole 34 on the left also extended to have the lengthen the headsail.

43

SUBSTITUTE SHEET (RULE 26) [000211] FIGURE 36C is a side view of the aft section of a rib level 3 of the headsail with the rig retracted to be forward of the mast 2. The extension section of the rib moved into the main section of the rib and the extension pole (not visible) also retracted to shorten the length of the headsail. This will allow the headsail to swing from the port side to the starboard side of the boat during the tacking process, or vice-versa.

[000212] FIGURE 36D is an overhead view of the aft section of a headsail rib level in FIGURE 36Ato show in detail the extension sections of the rib moved into the main section of the rib by the connected tension control arm 4 and showing the flanking sails 1 furled as their lengths are shortened. The extension pole 34 is connected to the rear sail wedge 10. When the tension control arm forces the rear sail wedge forward the extension pole is forced into the extension section of the rib 3. The extension section of the rib would be moved forward into the main section of the rib when the tension control arm moves the rear sail wedge forward to contact the extension section of the rib.

[000213] FIGURE 37A is an overhead view for the wind activated embodiment of the bottom internal flexible rib level for the headsail as shown in FIGURE 35Awith the starboard wind and full extension of the headsail. FIGURES 37A - 37E show the transition of the headsail from having a flattened windward sail to becoming a concave windward sail, and concave airfoil overall in relation to the wind. The wind is from the right, or starboard, for all 5 figures. In the central area of the flexible rib is the hinged connection for the linear actuator situated below the flexible rib.

[000214] FIGURES 37A is an overhead view with a starboard wind and the starboard windward sail on the right flattened and the port side leeward sail curved.

[000215] FIGURE 37B is an overhead view showing that the linear actuator has moved the tension control arm at the back edge of the rib forward by the retraction of said linear actuator (refer to the lower sections of FIGURES 32 and 33 and the linear actuator 14). The linear actuator would be

44

SUBSTITUTE SHEET (RULE 26) retracted to shorten the length of the rig during the tacking process to have the entire headsail rig be forward of the mast or to produce a more curved headsail during heavy winds.

[000216] FIGURE 37C shows that, with the tension control arm moved forward, the airfoil will flex into a curved shape during stronger winds to reduce the amount of lift the airfoil is producing.

[000217] FIGURE 37D shows that, with the tension control arm moved forward further than shown in FIGURE 37C, the airfoil will flex further into a pronounced curved shape to further reduce the amount of lift the airfoil is producing.

[000218] FIGURE 37E is an overhead view of the bottom flexible rib of the headsail shown in FIGURE 37D without the lateral movement components or the sails to illustrate the curvature of the flexible rib. The diagonal lines represent the extension sections of the rib that were moved into the main section of the rib with the forward positioning of the tension control arm at the bottom of the figure.

[000219] Section D: Alternate Rig Option of the Flexible Ribs at Fixed Positions Vertically on the Mast

[000220] FIGURE 38A is a side view of the mast 2 and mainsail rig with the rig configured with the flexible ribs 3 remaining at fixed positions rather than being raised and lowered with the mainsails, the port and starboard sails raise and lower as the ribs remain aloft. In this figure the port mainsail 1 is partially raised and rear halyards 33 slotted into the tension control arm 4 assist in raising and lowering the sail. The rear halyards also serve to keep tension on the rear vertical edge, or leech of the sail, and press the sail leech against the tension control arm. This would maintain the shape of the airfoil and smooth airflow over the trailing edge of the airfoil.

[000221] FIGURE 38B is an overhead view of the back of the mainsail airfoil showing the flanking goosenecks 42 that are built into the tension control arm 4 for the rear halyards to raise and lower the port and starboard sails. A pair of halyard goosenecks are on the port and starboard sides of

45

SUBSTITUTE SHEET (RULE 26) the tension control arm, said goosenecks will allow the halyards run up the tension control arm and then back down to the deck of the boat for the handlers to raise and lower the sails.

[000222] Reference numbers:

1) Sail

2) Mast

3) Internal Flexible Rib

4) Tension Control Arm

5) Lateral Slide Base

6) Movement and Positioning Bar (MPR)

7) Lateral Positioning Stop (LPS)

8) Rigid Frame Rib

9) Batten

10) Sail Rear Wedge

11) Tension Control Arm Internal Spine

12) Boom with curved back edge

13) Sail Underlap Material

14) Linear Actuator

15) Connection Bar: Rear Wedge Clamp to Mast at Top

16) Lower Strut for Tension Arm/ Rear Positioning Arm

17) Pivot Ring

18) Radio Control Gearbox

19) Spring

20) Turning Gear, 90 Degree or Round

21) Gas or Hydraulic Strut

22) Pivot Pin

23) Wire

24) Guide Wheel

25) Cable Wire as Lateral Slide Platform Levels

26) Bracket that connects to Mast Gooseneck

27) Cable Clamp

46

SUBSTITUTE SHEET (RULE 26) ) Lateral Movement Bracket on Rib ) Central Lateral Movement Stop on Movement Bar ) Movement Plate ) Rack Gear on Movement Plate ) Strut (from Positioning Arm/ Clamp to Linear Actuator) ) Halyard ) Extension/ Retraction Section of Rib ) Swivel Coupling from Sail Rear Wedge to Positioning Arm & Clamp) Rear Wedge for Wire Cables as Lateral Movement Platforms) Spreader Plates for Bolts or Connecting Hardware ) Bearing ) Release Catch on Rear Positioning Arm ) Flexible Rib for Rigging ) Curved Bar ) Mast Gooseneck ) Stay Guide ) Forestay ) Halyard Return within rear Tension Control Arm

47

SUBSTITUTE SHEET (RULE 26)

Claims

The invention claimed is:

1. A variable shaped wingsail, comprising: a first airfoil section and a second airfoil section, wherein the first and second airfoil sections are spaced apart and are symmetrical, and one or more internal lateral movement components configured to position and shape each of the first and second airfoil sections, wherein the wingsail is positionable in a first configuration and a second configuration, and wherein the one or more internal lateral movement components are configured to position the wingsail in the first configuration and the second configuration regardless of whether a wind source is from a starboard side of a vessel or a port side of a vessel.

2. The variable shaped wingsail according to claim 1, wherein when the wingsail is in the first configuration, the first airfoil section is flattened or curved inward and the second airfoil section is curved outward, and wherein when the wingsail is in the second configuration, the second airfoil section is flattened or curved inward and the first airfoil section is curved outward.

3. The variable shaped wingsail according to claim 1, wherein the one or more internal lateral movement components are actuated by natural wind forces acting on the first and second airfoil sections.

4. The variable shaped wingsail according to claim 1, further comprising a mechanical actuator configured to actuate one or more internal lateral movement components.

5. The variable shaped wingsail according to claim 4, wherein the mechanical actuator comprises one or more of gears, a mechanical actuator, a piston and combinations thereof.

6. The variable shaped wingsail according to claim 1, further comprising a plurality of ribs extending between the first and second airfoil sections, each rib having a width, wherein the plurality of ribs are configured to support a shape and structure of the wingsail.

48

SUBSTITUTE SHEET (RULE 26)

7. The variable shaped wingsail according to claim 6, wherein the one or more internal lateral movement components have a length and are positioned on at least one of the plurality of ribs, wherein the length of the one or more internal lateral movement components is greater than the width of each rib.

8. The variable shaped wingsail according to claim 7, wherein the width of each rib in a section bearing the one or more internal movement components is smaller than a distance between the first and second airfoil sections such that the first and second airfoil sections are not in direct contact with the plurality of ribs.

9. The variable shaped wingsail according to claim 7, wherein each rib has a lengthwise axis and wherein the one or more internal lateral movement components are positioned at fixed locations along the lengthwise axis and are configured to only move across the width of each rib.

10. The variable shaped wingsail according to claim 7, the plurality of ribs comprise one or more vertical series of ribs, wherein the one or more internal lateral movement components are positioned on one or more of the one of more vertical series of ribs.

11. The variable shaped wingsail according to claim 6, wherein the plurality of ribs are configured to be raised and lowered vertically to allow the wingsail to be raised or lowered.

12. The variable shaped wingsail according to claim 1, wherein the one or more internal lateral movement components are configured to extend outward and curve a leeward side of the wingsail and to move inward and flatten a windward side of the wingsail.

13. The variable shaped wingsail according to claim 1, wherein the one or more internal lateral movement components are configured to extend outward and curve a leeward side of the wingsail and to move inward and flatten a windward side of the wingsail.

14. The variable shaped wingsail according to claim 6, wherein each of the one or more internal lateral movement components comprises: a base affixed to one of the plurality of ribs, and

49

SUBSTITUTE SHEET (RULE 26) a lateral movement bar movably affixed to the base and having a first end and a second end, wherein the first end is affixed to the first airfoil section and the second end is affixed to the second airfoil section, wherein the lateral movement bar is configured to move laterally between the first and second airfoil sections and to position the opposing first and second airfoil sections in tandem.

15. The variable shaped wingsail according to claim 14, wherein the lateral movement bar has a length that is greater than a length of the rib it is positioned on.

16. The variable shaped wingsail according to claim 1, further comprising a boom with a slotted aft section and a tension control arm positioned vertically on an aft edge of the first and second airfoil sections, wherein the boom is configured to allow for swivel movement of the tension control arm to control shape of the first airfoil section, wherein the first airfoil section is a windward sail section.

17. The variable shaped wingsail according to claim 16, wherein the boom comprises one or more mechanical components configured for fore and aft movement of the tension control arm to control shape of the first airfoil section, wherein the first airfoil section is a windward sail section.

18. The variable shaped wingsail according to claim 1, where the wingsail is configured to be used with at least one of a sail rig configuration that pivots about a fixed vertical mast within the wingsail and a sail rig configuration having a fixed forward mast.

50

SUBSTITUTE SHEET (RULE 26)