IES85121Y1 - Auxiliary mastless sailing system - Google Patents

Abstract

ABSTRACT This invention is designed as a secondary means of propulsion for engine driven watercraft. Currently when a sports boat or motor powered vessel loses its drive, an alternative means of power is required. At the moment this means paddles, or a small out board engine with a permanent mounting point on the back of the boat consisting of a large piece of ply and bracket (although most power boats are unable to store this sort of heavy/bulky equipment). In the event of an engine failure the boat is anchored as out boards have to be properly mounted and started. A single engine boat with loss of power is the most common reason for the coastguard and lifeboat to be called out. If the outboard fails, the crew must attract attention using a VHF marine radio to call the coastguard or other local water users and in extreme conditions flares are used. The auxiliary sail is easily stored in its own dry bag or case, which is purposely made to fit into the slimline lockers found on this sort of craft. It attaches to the existing front mooring cleat of the craft by means of a snap hook before coming out of the bag, so it is impossible for it to be lost overboard.

Description

Auxiliary Mastless Sailing System This invention is designed as a secondary means of propulsion for engine driven watercraft. Currently when a sports boat or motor powered vessel loses its drive, an alternative means of power is required. At the moment this means paddles, or a small out board engine with a permanent mounting point on the back of the boat consisting of a large piece of ply and bracket (although most power boats are unable to store this sort of heavy/bulky equipment). In the event of an engine failure the boat is anchored as out boards have to be properly mounted and started. A single engine boat with loss of power is the most common reason for the coastguard and lifeboat to be called out.

If the outboard fails, the crew must attract attention using a VHF marine radio to call the coastguard or other local water users and in extreme conditions flares are used.

The auxiliary sail is easily stored in its own dry bag or case, which is purposely made to fit into the slimline lockers found on this sort of craft. It attaches to the existing front mooring cleat of the craft by means of a snap hook before coming out of the bag, so it is impossible for it to be lost overboard.

It does not require any form of purposely made mounting bracket. It can be quickly assembled so anchoring is not required to maintain control of the craft. Assembly of the sail requires three bars to be slid into their corresponding sleeves in the sailcloth and fixed to the relevant point in the wing thus creating its shape.

Two members of the crew are required to launch the sail, one to hold the sail and the other to hold and control the sail control bar. Wind fills the wing section of the sail causing it to create lift; the crewmember feeds out the sail as the wing lifts the complete sail airborne. The second crewmember positions the sail and the main sail section then tows the craft. Once the sail has been trimmed to the desired angle, the control bar could then be held by one hand allowing the crew member three points of contact with the craft. When the craft has to tack the control bar can be released causing the sail to drop in the water where it can be gathered by its luff line and released on the other side. Alternatively to sail down wind the sail could be trimmed freely due to the absence of rigging, a mast and spars.

When the sail has finished towing the craft to its desired location the control bar is released and the sail is gathered in by its luff line. The bars are removed and it is returned to its bag or case.

The following will be better understood with reference to the attached drawings.

Figure l shows a rear projection of the sail in flight from the crafts internal perspective.

Figure 2 is a side projection of the sail in flight.

Figure 3 is a more detailed view of the control bar F.

Figure 4 is a frontal asymmetric view of the details outlined in Figure 1 and 2.

As can be seen in Figures 1 to 4, the wing section A consists of three bars running front to back (3,4,7). One is in the middle with the other two at the sides. Connected to the side bars are two arched bars (1,2) these being connected to the former front and rear bars. Bars 1 and 2 may be removed to make the invention ultra slim for storage on a very confined craft (e.g. small inflatable, sports boats, life rafts and life boats. Bars 1,2 and 7 are located inside sleeves in the lightweight sail cloth which then spans across the wing section A, then down to and including section B finishing at bar 8.

Between and connected to bars 1, 2, 3, «Land 7 are two removable of folding bars 5 and 6, which are slid into or are unfolded in sleeves in the sail cloth and when in place keep the fabric taught and create the wings shape.

Below this assembly and joined to it is the second section B, consisting ofone vertical bar 10, joined to a removable or foldable horizontal bar 8, also inside a sail cloth sleeve. F oldable bars are used on bars 5, 6 and 8 if the sail is to have the minimum deployment time.

On each side of the sections A and B are two straps (17, 18) running diagonally from bar 8 at the bottom of Section B to bars (3 and 4) at the back of Section A. Two control lines (15 and 16) come down from the fore mentioned straps to a control bar F as can bee seen in Figures 2 and 4. Figure 3 details the control bar which consists of a tube section (19) into which control lines (15 and 16) feed. The lines exist through a central hole (22) to be wrapped around two grips at either end of the bar (21) for storage or to increase or decrease the height at which the sail is flown at. Both lines are fixed to the bar through holes (23) on grips (21). Attached to and under Section B is the main sail C. The main sail C is tapered starting from the top and includes a bar 9, running horizontally through the middle. This is attached by two straps at either end (not shown) which can be undone for stowage or replacing the sail. The size of the main sail C will depend on the displacement weight of the craft. More than one size of sail will be available to suit more than one type of craft.

The top section of the main sail C can be rolled up around the horizontal bar (9) and tied with straps (not shown) to reef the sail. At the foot or luff of the sail is another bar (13) with a line running through it (14 the luff line) which attaches to the front cleat E of the craft D with a snap hook. The sail uses the minimum amount of lines (14, 15 and 16) to reduce the possibility of tangling whilst promoting ease of use.

There are three ways to increase or decrease the amount of tow the sail creates.

Firstly, by the height it is flown at, by letting out the luff line (14) from the boats mooring cleat E along with control lines (15 and 16) from the control bar F. Secondly by the angle to the wind to which the sail is positioned/trimmed. Thirdly by rolling the sail around the bottom bar. The sail can be reefed to reduce the amount of pull created in windy conditions.

Front facing on Section B of the sail will be printed a clear emergency message (PAN PAN) asking any vessel in sight for assistance. It could also be covered with a reflective surface visible to search light and radar. An additional cover will be attached for practice to the outward facing part of Section B with the message (TRAINING), or it can be blank if the skipper believes no assistance is required.

Other items could be fitted to be lifted aloft attached to Section B including lights and radio antennas.

Due to the sails limited amount of drive, the attached craft requires no leeboard or keel. It relies on the natural buoyancy of the craft and the position of the crew to counter balance the boat D against the leeward pull of the sail. On the sides of Section B the edges have been folded and reinforced (11 and 12) to reduce stretching of the sailcloth when the product is in use. Further patching and folding will be applied to the sail in the traditional sail-making manner (not shown).

Like most wind-powered products the sail requires a minimum wind speed of Force 2 on the Beaufort scale to create enough lift for the sail to operate.

Watercraft propelled by sail power is used by keeled sailing yachts, catamarans and is used to steady large displacement motor cruisers.

S85l2l Mastless and/or kite sails are also known as the main form of propulsion for sailing yachts as above.

This invention is only intended as a secondary emergency form of signalling and propulsion in small powered craft to replace the outboard motor.

Claims (2)

Claims
1. A sail for use as a secondary means of propulsion for mastless and leeboard- less motor powered craft, the sail being attached to a controllable wing (A) consisting of an aerofoil frame buoyant in water with two arched bars (1 and
2. 2) connected to a rectangular frame (3,4,5,6) complete with a non-arched middle bar (7) and lightweight sailcloth which runs between bars (1 ,2 and 7). A sail as claimed in claim 1, where the wing frame (A) can be partly disassembled or folded with removable or foldable bars (1,2,5,6 and 8) to allow the sail to be folded or rolled and placed into a dry bag or case to occupy minimum amount of stowage space. A sail according to any preceding claim which is designed to be attached to the front existing mooring cleat of any power driven water craft including sports boats, rigid inflatables and lifeboats. A sail according to any preceding claim in which only three lines (14,l5,16) are required for ease of use and to reduce the possibility of entanglement whilst preparing. A sail according to any preceding claim which has a control bar (F) consisting of a tubular section with grips at either end to act as a reel for storing excess line when not required.