WO1990003912A2 - Sailing vessel - Google Patents
Sailing vessel Download PDFInfo
- Publication number
- WO1990003912A2 WO1990003912A2 PCT/GB1989/001218 GB8901218W WO9003912A2 WO 1990003912 A2 WO1990003912 A2 WO 1990003912A2 GB 8901218 W GB8901218 W GB 8901218W WO 9003912 A2 WO9003912 A2 WO 9003912A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vessel
- mast
- tubes
- hull
- sail
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
- B63B1/14—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
- B63B2001/102—Proas, or similar twin-hull vessels with one main hull and one smaller hull or floater, interconnected by one or more outrigger beams or the like
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B3/00—Hulls characterised by their structure or component parts
- B63B3/02—Hulls assembled from prefabricated sub-units
- B63B3/08—Hulls assembled from prefabricated sub-units with detachably-connected sub-units
- B63B2003/085—Multiple hull vessels, e.g. catamarans, assembled from detachably-connected sub-units
Definitions
- the invention provides a sailing vessel including a pair of elongate hulls connected together, a sail, and means for effecting relative forward/aft movement between the hulls.
- the invention also provides a vessel having an upstanding sail, wherein the sail consists of an inflatable mast body and a flap of flexible material.
- the invention also provides a vessel having a sail including a mast portion and a flap portion, the mast portion being mounted and/or constructed so that its upper end can be moved relative to its lower end.
- a sail can upstand from one of the hulls. 2 - A sail can upstand from structure connecting the two hulls.
- Relative movement between the hulls can be such as to move the centre of pressure of the sail forward and aft of the centre of gravity of vessel.
- the hulls can be connected by arms.
- the arms can be flexible.
- the arms can be in form of rigid links pivoted to allow movement in a horizontal plane.
- the arms can be additionally constructed or arranged to allow bending in the vertical plane to allow the separation between the two hulls to be varied.
- Interconnecting arms can be in the form of pivoted levers or can be in the form of a lazy tongues mechanism.
- the means interconnecting the hulls can be in the form of inflatable tubes.
- the tubes can be arched transversely of the hulls to give sea clearance to the tubes.
- the hulls can consist of a main hull and an outrigger hull.
- the main or outrigger hull can have a cross-section which presents a flat or concave submerged face to leeward of the vessel.
- Each hull can be of inflatable construction.
- Each hull can consist of a plurality of adjacent inflatable tubes. 19.
- the tubes can be surrounded by an outer envelope.
- Individual tubes can be connected by sewing together or by touch-and-close fasteners such as those sold under the Registered Trade Mark VELCRO or CRIC-CRAC.
- Each tube assembly can consist of an air impermeable inflatable inner bag in conjunction with an outer layer of tough non-extensible wear resistant material.
- the tough inextensible outer covering can be covered by a further resilient expansible covering of, e.g. polyurethane to enhance the appearance and to aid deflation by exerting an inward deflating force.
- the inner air-impermeable material can be laminated to the external reinforcing tough material by means of a flexible and extensible connecting adhesive, for example an extensible epoxy resin.
- the various tubes and components of the vessel can be constructed in accordance with the general method described in British Patent No. 8727166 ( ) .
- the sail can consist of a body and said flap.
- the flap can be continuously attached to the body or can be connected at spaced intervals to create a slot effect between the flap and the mast body.
- One or each tube of the mast body can have its arranged to be variable in use so as to alter aerodynamic characteristics of the mast portion to suit different conditions.
- the shape of the mast portion can in this way be alterable from a profile which suits a port tack to a configuration which supports a starboard tack.
- the mast is arranged to be rotatable in order that the vessel can sail in each direction.
- Each hull can be symmetrical in order that the vessel can sail in either direction in the manner of a proa.
- the mast structure can contain port and starboard laterally extending tubes, and such tubes can themselves be pressure variable in order to allow bending of the mast from port to starboard to take up a curved configuration under certain conditions.
- the mast body can have a leading edge and a trailing edge, the trailing edge merging towards said flap and the leading edge being stumpier than the trailing edge.
- the flap can be in the form of a simple sheet of inextensible flexible material, or can itself be in the form of an inflatable flexible thin wedge.
- Flexing and/or tilting of the mast can be effected by guys connecting the mast to its mounting hull or to other structure of the vessel.
- the guys can be operated by winches.
- Each hull can have a selected one or ones of its tubes separately and independently inflatable and/or deflatable at the will of a sailor to alter characteristics of that hull to suit certain conditions. Deflation of any particular tube, or other shaped inflatable component, can be effected by operation of an appropriate valve.
- Re-inflation of a deflated section which may be necessary for some purposes, can be effected by allowing air to enter from a reservoir.
- the container of compressed gas can be one of the tubes.
- a vessel including a plurality of hulls, each hull consisting of a plurality of inflatable chambers, at least some of those chambers being interconnected at line of ⁇ ,_clock . « •, .» , O 90/03912
- the containers can be tubes arranged to lie side by side and be connected by such 5 touch-and-close fasteners at their meeting lines.
- Fig. 1 is a schematic plan view of a preferred 10 vessel of the invention
- Fig. 2 is a side elevation of the vessel
- Figs. 2a and 2b are cross-sectional views illustrating a body portion of a mast of the vessel
- Fig. 3 is a plan view of the vessel with its mast 15 tilted;
- Fig. 6 is a schematic cross-sectional view on line 20 6-6 of Fig. 5;
- Fig. 7 is a view similar to that of Fig. 5 with warped beams
- Fig. 8 is a cross-section on line 8-8 of Fig. 7;
- Fig. 9 is a view comparable to that of Fig. 5 but 25 taken from the stern;
- Fig. 10 is a cross-section on line 10-10 of Fig. 9;
- Fig. 11 is a view comparable to that of Fig. 9 but with the beams having been warped in the horizontal plane;
- Fig. 12 is a cross-section on the line 12-12 of Fig.11;
- Fig. 13 is a side elevation of the vessel from windward;
- Fig. 14 is a view comparable to that of Fig. 13 but with the mast canted forwardly.
- Fig. 15 is a bow view with the mast warped and with the sail in a reaching position
- Fig. 17 is a view comparable to that of Fig. 13 but with the sail canted to windward by the mast being warped; and the centre of pressure moved forward by beam warping
- Fig. 18 is a view comparable to that of Fig. 14 but seen from windward;
- Fig. 19 is a front view of the vessel with the beams warped in the vertical plane to increase sea clearance between the beams and the sea surface;
- Fig. 20 is a view similar to Fig. 19:
- Fig. 21 is a view comparable to Fig.15 but showing a HAPA deployed;
- Fig. 25 is . an enlarged schematic cross-sectional view illustrating the mast and sail construction
- Fig. 26 illustrates the vessel with an attached HAPA
- Fig. 27 is a side elevation with a cutaway showing the HAPA in use
- Fig. 28 is a front perspective view of the HAPA
- Fig. 29 is an end elevation showing the HAPA in use
- a preferred vessel 10 of the invention has several inventive features and these will be discussed individually under the following headings.
- the beams 13 are in the form of inflated tubes and therefore have a degree of flexibility.
- the hull 12 and the hull 11 are interconnected by means of cables 16 and 17 which connect with respective winches 18, 19 which can be operated in unison to effect relative fore and aft movement between the two hulls.
- one or more of beams 13 can be reinforced by or substituted for by longitudinally extending incompressible members, for example flexible rods or tubes, which would allow the beam 13 to flex in the horizontal and in the vertical plane, but will not allow them to be longitudinally compressed by tension of the cables 16, 17.
- the sail arrangement consists of the mast portion 14 and the flap portion
- the upper assembly 27 is a main tube assembly of the main hull and is some eight inches (200 mm) in diameter.
- This assembly 27 can be inflated to a particularly high pressure, for example at least 100 psi, or up to 200 psi or mo're and can serve as a reservoir for inflating and/or reinflating others of the tubes as will be later described.
- Assemblies 28 and 29 could be described as the beam tubes of the main hull 11 and give it stability. Assemblies 30, 31, 32 are of progressively diminishing size from six inches (150 mm) diameter down to three inches (75 mm) diameter and can be considered as keel tube assemblies. As will be apparent from Fig. 24 and also from comparable other Figures such as Fig. 5, keel tube assemblies 30, 31, 32 are arranged to be angled towards the outrigger hull 12. This arrangement creates on the rearward facing side of the main hull 11 a cavity indicated at 33 which tends to reduce leeway.
- the tube assemblies 27, 28, 29, 30, 31 and 32 are preferably (but not essentially) enclosed within a surrounding envelope 34 of high tensile flexible wear-resistant material.
- the envelope 34 can be of a resilient expansible material.
- An expansible material can serve as an aid when deflating the hull as it tends to urge the air out of the assemblies 27-32.
- the individual tube assemblies 27-32 are attached to each other using touch-and-close fasteners at their lines of contact and the envelope 34 can be sewn to the outer shell of assembly 30 at the positions illustrated at 35.
- the envelope 34 can be of a high tensile material such as SPECTRA.
- a second envelope of attractive, resilient material can surround the envelope 34 to improve appearance and aid deflation.
- the outrigger hull 12 is generally circular in cross-section and consists of a core assembly 35 and eight surrounding inflatable assemblies 36.
- the assemblies 35 and 36 are of construction comparable to the assemblies described in relation to the main hull and will not be described further.
- an envelope 37 of hard-wearing high tensile material surrounds the assemblies 35 and 36. As is schematically illustrated in Fig.
- the tapered bow-like profile of both the main hull and the outrigger hull is achieved by progressive termination of the various tubes to give the general overall profile which is shaped by the overlaid envelopes 34 and 37. If necessary voids formed within the envelopes at these areas could be filled, for example by expansible foam or the like to present a smooth streamlined bow surface to the water. Bow surfaces are necessary at each end of each hull in order that the structure can act as a proa. It will be noted that the vessel as a whole has neither rudder nor centre boards or lee boards and is steered entirely by altering its geometry. The Sail As will be best seen in Fig.
- Tube assemblies 38 and 39 can be said to define a leading edge portion 46 and assemblies 41, 42 and 43 can be said to define a trailing edge portion 47.
- Assemblies 38 and 39 are of different sizes to give the leading edge portion 46 a stubbier, less tapered profile than has the trailing edge portion 47.
- Laterally and between assemblies 39 and 40 are provided narrower stiffening tube assemblies 44 and 45, one to port and one to starboard.
- the assemblies 44 and 45 can be arranged to be alternately inflated and deflated depending on whether a port or starboard tack is to be sailed.
- valves (not shown) can be provided to ensure that such exchange of air occurs automatically upon operation of control apparatus under the infuence of the crew.
- the connection between the lower end of the boom and the hull 12 will only allow for rotation of the sail about a vertical axis (considering the outrigger to lie horizontally) .
- the tube assemblies 44 and 45 can also be alternately inflated and deflated in order to help to warp the mast when sailing on the port or starboard tack.
- the mast part 14 can be surrounded by an outer envelope 14 of reinforcing material.
- the component tube assemblies of the mast can be adhered to each other or can be fastened to each other with a touch-and-close fastener as previously described.
- ach inflatable assembly can comprise an inner gas impermeable tube surrounded by an outer reinforcing member, the tube and the reinforcing member being laminated together at places where reinforcement is desired.
- the laminating material can be an adhesive such as expandable epoxy resin.
- Fig. 3 the central relative positions of the main hull 11 and outrigger hull 12 are shown, that is the condition wherein the cables 16 and 17 are of equal length and the hull 12 lies parallel to the main hull 11.
- the transverse beams 13 lie at right angles to both hulls.
- the vessel proceeds on the port tack in the direction of the arrow P and the vessel will sail close-hauled.
- Alteration of the respective length of the sheets 25, 26 determines the angle which the vessel axis adopts in relation to the wind direction as in a conventional vessel.
- Fig. 4 illustrates how the cables 16, 17 have been adjusted to draw the outrigger hull 12 towards the bow of the main hull 11. This places the centre of pressure (C/P) of the sail more forwardly of the line of the boat's centre of gravity (marked C of G) than shown in Fig. 3,and this causes the vessel to travel further down wind, e.g. on a broad reach.
- C/P centre of pressure
- Fig. 20 again shows the vessel wherein the beams are arched as in Fig. 19 and the vessel is otherwise operating as described in relation to Fig. 16, that is to say only the main hull 11 is immersed and its concave cavity 33 is resisting travel to leeward.
- the position of the crew be it an individual sailor or two or more persons, will greatly affect the performance of the vessel.
- Appropriate seats/decks and/or attachment points for persons can be provided on the main hull 11 and also on the outrigger hull 12 should they be needed. It is expected that a sailor will normally sail the vessel by standing or sitting on the main hull.
- a member upstanding from the main hull can be provided with a rail or the like which the user can hold.
- An outrigger adjacent the main hull can enable the user or users to extend their weight on the side of the main hull remote from the outrigger in an effort to lift the outrigger hull from the water to decrease drag and increase performance.
- the profiles of the main hull and the wing mast 15 canbe changed to suit particular conditions, that is to say selected ones of the tubes or other containers can be deflated or inflated, wholly or partially or simply varied in pressure to increase or decrease leeward resistance of the main hull's lower tube ?n assemblies.
- Inflation and deflation of the various components of the hulls can be effected by manually operated valves at a control position of the vessel.
- a supply of air for reinflating a deflated tube can be - 5 constituted by the main tube assembly of the main hull, or a separate gas cylinder can be carried.
- the beams 13 and the remaining member tubes of the hulls 11 and 12 can be connected together to be mutually inflated to the same pressure. This facilitates initial inflation of the vessel.
- the tube 39 in the sail wing 14 can be pressurised more than is necessary to be so as to give it enhanced rigidity to act as a spine, or to act as a source of air for tubes 44 and 45 which can be inflated or deflated according to conditions and the amount of mast warping which is required. If and when the outrigger hull 11 is lifted clear from the water the main hull, having its highly inflated lower tubes 30, 31, 32 can act as a planing hull rather than a profile hull and this can give much reduced drag on a broad reach or when running. This ability to act as a planing hull is enhanced by the high pressure within the main hull which can be 200 psi ( ) or more.
- Fig. 20 shows the main hull 11 "digging into” the water and resisting leeward drift because of the cavity 33 when used with the warp mast giving a degree of lift. It will be appreciated that the vessel will only achieve this configuration when the crew leans to windward or more aerodynamic forces are applied by the sail to counterbalance the weight of the outrigger boom and sail.
- Figs. 26 to 32 illustrate the use of a device known as a HAPA ( HAPA (a type of sea anchor) .
- HAPA HAPA (a type of sea anchor)
- the HAPA 50 is attached to the top of the outrigger hull 12 at position 51 and is attached thereto by a line 52 which connects with a twin line harness 53 which connects with top and bottom extremities of a part-cylindrical or comparably curved body 54.
- the body 54 has an integral or connected vertical vane 55, a horizontal boom 56 and a horizontal tail vane 57.
- the HAPA acts in many ways like a sea anchor in that the natural leeway of the vessel draws the line 52 tight and exerts a force on the outrigger hull 12 whose direction and effect depends on the position of the attachment point 51.
- This position can be movable by the user if desired.
- the two vanes and the boom serve to hold the HAPA in position extending at right angles to the direction of the leeway and the tension on the line 52 exerts a turning force on the hull 12 helping to steer the boat. Under certain circumstances the HAPA can serve to steady the vessel and cause it to keep to a course.
- the attachment point 51 can be fixed and the HAPA itself can be moved relative to its fixing position to vary its position of action and the degree of influence its position has on the centre of pressure relative to the centre of gravity of the vessel.
- the profiles of the main hull, the outrigger hull and the wing mast can be changed to suit particular conditions, that is selected ones of the component tube assemblies can be wholly or partially deflated or increasingly inflated to increase or decrease leewards resistance of the main hull on the lower three tubes, or the tubes of the outrigger hull.
- the cross tubes 13 have been shown separate from and lying above the various tubes of the hulls, it is possible for them to be integrally joined at T-junctions and be wholly connected to form a single inflatable chamber, or to be connected via valves which allow inflation from a common point, but in the event of puncturing of a single chamber prevent draining of the remaining chambers into that chamber.
- the tube 39 can be over-inflated, for example up to 100 or 200 psi so that it can serve as a reservoir.
- tubes 44 and 45 are cyclically deflated and inflated, deflation of each can be effected by opening a valve to atmosphere, and inflation can be effected by opening a valve to the tubes 39. Because tubes 45 and 44 are small and at low pressure repelling thereof from the tube 39 can be effected many times without significant reduction of pressure in 39.
- Two edge portions of the envelope 48 can be provided with touch- and-close fastener and a leading edge of the flap can have comparable material on both sides and be sandwiched between the two edge portions of the envelope 48. This facility can enable sails of different sizes to be attached quickly and easily to suit different wind conditions.
- the entire vessel Being of inflatable construction the entire vessel can be packed, when deflated, into a very small space.
- the vessel can, in fact, be packed small enough to fit into the boot of a car or a large holdall for transportation to sailing locations.
- the only bulky and incompressible items are the mast swivel (not shown in detail) and the necessary winches, pulleys, cleats, ropes etc.
- the necessary winches has not been shown in the drawings in order to improve clarity. However, it will be understood by those skilled in the trade that many appropriate winches are currently used on vessels of all kinds.
- the invention is not limited to the precise details of the foregoing, and variations can be made thereto.
- the idea of altering the pressure of a sail by altering the relative longitudinal positions of a pair of hulls is applicable not only to an inflatable vessel but also to vessels having a pair of rigid hulls or perhaps one rigid hull and one inflatable hull.
- the inflatable sail and its two-part construction can also be applied to vessels which are not entirely of an inflatable construction.
- the outrigger hull can be only a single tube of the diameter of envelope 37.
- any component of the vessel is in the form of a plurality of inflatable chambers within an embracing envelope, it is desirable that the internal structure is fully connected together, and that outer parts of the structure is connected to the envelope, as by laminating. This helps to reduce the possibility of creases within the port defining pockets which, during inflation, can be over-pressurised with the attendent risk of damage.
- Many other variations are possible within the scope of the invention.
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- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB8824210.2 | 1988-10-15 | ||
GB888824210A GB8824210D0 (en) | 1988-10-15 | 1988-10-15 | Sailing vessel |
Publications (2)
Publication Number | Publication Date |
---|---|
WO1990003912A2 true WO1990003912A2 (en) | 1990-04-19 |
WO1990003912A3 WO1990003912A3 (en) | 1990-06-14 |
Family
ID=10645268
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/GB1989/001218 WO1990003912A2 (en) | 1988-10-15 | 1989-10-13 | Sailing vessel |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0438488A1 (en) |
AU (1) | AU4422789A (en) |
GB (1) | GB8824210D0 (en) |
WO (1) | WO1990003912A2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4309346A1 (en) * | 1993-03-23 | 1994-09-29 | Walter Dipl Phys Ortner | Sail |
FR3093989A1 (en) * | 2019-03-18 | 2020-09-25 | Fabien Burignot De Varenne | Prao type vessel, without invasion angles, carrying watertight buoyancy reserves at critical heel angles, giving it stability of form, allowing it to straighten itself naturally. |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7482397B2 (en) | 2003-01-13 | 2009-01-27 | Eastman Chemical Company | Polycarbonate compositions |
DE60320035T2 (en) | 2003-03-05 | 2009-05-14 | Eastman Chemical Co., Kingsport | POLYMER BLENDS |
US7338992B2 (en) | 2003-03-05 | 2008-03-04 | Eastman Chemical Company | Polyolefin compositions |
Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE611907C (en) * | 1933-12-06 | 1935-04-09 | Wilhelm Ottow | Double boat with swing mast |
US2106432A (en) * | 1934-06-27 | 1938-01-25 | Mcintyre Malcolm | Sailing craft |
FR1035755A (en) * | 1951-03-09 | 1953-08-31 | Flexible material assembly made up of inflatable bodies and becoming rigid by inflation | |
DE952059C (en) * | 1953-10-29 | 1956-11-08 | Metzeler Gummiwerke Ag | Inflatable boat |
FR1415797A (en) * | 1964-09-18 | 1965-10-29 | Daggerboard ballast for boats and craft by applying | |
FR2210974A5 (en) * | 1972-12-14 | 1974-07-12 | Castelas Marcel | |
US3870004A (en) * | 1973-12-20 | 1975-03-11 | Donald W Bailey | Sailing vessel |
DE3114892A1 (en) * | 1980-07-16 | 1982-02-25 | Bill C.J. T'ai-pei Kao | CONNECTING AIR PILLOW |
GB2152441A (en) * | 1983-12-17 | 1985-08-07 | Keith Stewart | Inflatable vessels and sails |
DE3425120A1 (en) * | 1984-07-07 | 1986-01-16 | Stefan 2448 Burg Schulz | Sailing catamaran and method of increasing its speed |
WO1987007228A2 (en) * | 1986-05-28 | 1987-12-03 | Pohlus Guenther | Twin-hull boat |
-
1988
- 1988-10-15 GB GB888824210A patent/GB8824210D0/en active Pending
-
1989
- 1989-10-13 WO PCT/GB1989/001218 patent/WO1990003912A2/en not_active Application Discontinuation
- 1989-10-13 EP EP89911835A patent/EP0438488A1/en not_active Withdrawn
- 1989-10-13 AU AU44227/89A patent/AU4422789A/en not_active Abandoned
Patent Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE611907C (en) * | 1933-12-06 | 1935-04-09 | Wilhelm Ottow | Double boat with swing mast |
US2106432A (en) * | 1934-06-27 | 1938-01-25 | Mcintyre Malcolm | Sailing craft |
FR1035755A (en) * | 1951-03-09 | 1953-08-31 | Flexible material assembly made up of inflatable bodies and becoming rigid by inflation | |
DE952059C (en) * | 1953-10-29 | 1956-11-08 | Metzeler Gummiwerke Ag | Inflatable boat |
FR1415797A (en) * | 1964-09-18 | 1965-10-29 | Daggerboard ballast for boats and craft by applying | |
FR2210974A5 (en) * | 1972-12-14 | 1974-07-12 | Castelas Marcel | |
US3870004A (en) * | 1973-12-20 | 1975-03-11 | Donald W Bailey | Sailing vessel |
DE3114892A1 (en) * | 1980-07-16 | 1982-02-25 | Bill C.J. T'ai-pei Kao | CONNECTING AIR PILLOW |
GB2152441A (en) * | 1983-12-17 | 1985-08-07 | Keith Stewart | Inflatable vessels and sails |
DE3425120A1 (en) * | 1984-07-07 | 1986-01-16 | Stefan 2448 Burg Schulz | Sailing catamaran and method of increasing its speed |
WO1987007228A2 (en) * | 1986-05-28 | 1987-12-03 | Pohlus Guenther | Twin-hull boat |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4309346A1 (en) * | 1993-03-23 | 1994-09-29 | Walter Dipl Phys Ortner | Sail |
FR3093989A1 (en) * | 2019-03-18 | 2020-09-25 | Fabien Burignot De Varenne | Prao type vessel, without invasion angles, carrying watertight buoyancy reserves at critical heel angles, giving it stability of form, allowing it to straighten itself naturally. |
Also Published As
Publication number | Publication date |
---|---|
EP0438488A1 (en) | 1991-07-31 |
GB8824210D0 (en) | 1988-11-23 |
AU4422789A (en) | 1990-05-01 |
WO1990003912A3 (en) | 1990-06-14 |
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