Why Sails Twist
From WindsportAtlanta.com: Wiki
This article originally appeared on windwing.com and is now available via the Internet Archive
Since much material is often subsequently lost to public view, we are placing a copy here for future use.
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TECH TALK
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D2T (Decoupled Truncated Tip)
Windwing's exclusive D2T technology
is a significant development in sail design which maximizes aerodynamic
efficiency. D2T provides better performance, improved range and easier handling.
Truncated Tip
A 'truncated Tip' is 'squared-off' such that the curved apex of the tip
is replaced by a straight line or 'flattened' curve. This shortens the luff
considerably without a loss of area and allows the use of shorter masts
in larger sails for improved mast compatibility. Added benefits are a lower
center of effort and lower center of gravity for significantly improved
handling.
De-Coupled Head
An internal headcap suspension system 'de-couples' (separates) the downhaul
tension from the sail's head, upper luff and mast sleeve. This allows unencumbered
aeroelastic 'twist' in the upper sections of the sail for improve aerodynamic
performance and range.
<A NAME="anchorsailtwist"></A>
Why Sails Need Twist
There are three reasons for twist
in a sail. In descending order of magnitude and importance they are:
I - Increase the wind range
II - Compensate for the wind 'gradient'
III - Delay circulation-induced tip stall.
Following are brief technical discussions of these items relative to sail
twist.
Reason I - Increased Wind Range
The aerodynamic force generated by a sail is proportional to the
square of the wind velocity. The force is also directly proportional
to the force coefficient (determined by shape and sheeting angle),
the air's density and the sail's square area. The following
formula defines these relationships:
<IMG SRC="http://web.archive.org/web/20000312154125im_/http://www.windwing.com/imagefolder/plotforceequation.gif" WIDTH="161" HEIGHT=
"123" ALIGN="BOTTOM" NATURALSIZEFLAG="3">
Allowing the head of the sail to 'twist off' in response to increased
aerodynamic loading at higher wind velocities 'smooths' this non-linear
response. The 'sheeting angle' and resulting
force in the upper sections of the sail are thereby reduced
allowing sailors to maintain control when sailing 'overpowered' or
in gusty conditions. The following plot demonstrates this effect.
<IMG SRC="http://web.archive.org/web/20000312154125im_/http://www.windwing.com/imagefolder/plotforcevswind.gif" WIDTH="199" HEIGHT="199"
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The total aerodynamic force
may be split into two components - a lift component which is perpendicular
to the flow and a drag component which is in the same direction
of the flow. These components are both proportional to the 'sheeting'
angle. As the sheeting angle increases, lift increases to a maximum
which is reached at the critical 'stall' angle. Above the stall angle, a
rapid and significant loss of lift results. The following plot illustrates
the effect of 'sheeting' angle on the lift coefficient for
a camberless sail. (A 'cambered' sail will have a non-zero positive coefficient
of lift at zero sheeting angle due to its 'pre-inflated' mechanically induced
shape.)
<IMG SRC="http://web.archive.org/web/20000312154125im_/http://www.windwing.com/imagefolder/plotcl.gif" WIDTH="163" HEIGHT="199" ALIGN="BOTTOM"
NATURALSIZEFLAG="3">
The relationship between the lift and drag components is
a measure of sail efficiency. At zero sheeting angle, the sail still
has a drag component due to the frontal area (shape) and 'wetted' surface
(overall area.) As the sheeting angle and lift increase, the drag also increases.
This additional drag is known as 'induced' drag. The following plot
illustrates a typical L / D relationship:
<IMG SRC="http://web.archive.org/web/20000312154125im_/http://www.windwing.com/imagefolder/plotliftdrag.gif" WIDTH="181"
HEIGHT="199" ALIGN="BOTTOM" NATURALSIZEFLAG="3">
Reason II - Wind Gradient
or 'Shear'
The wind increases logarithmically with altitude above the water. A compensatory 'twist' in the sail maintains an optimum spanwise angle of attack which improves
efficiency and performance. Following are plots of the wind as a function
of height above the water.
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Windspeed vs. Height plots compliments of W. L. Kleb
Reason III - Circulation-Induced Tip Stall
The discontinuity at the head (sail and
then nothing) causes 3-dimensional circulation flow at the tip. A component
of this flow is in a direction which serves to increase the angle of attack.
At high (near critical) angles of attack, the circulation flow is increased
resulting in tip stall. In aircraft, this phenomena is reduced by 'washout'
(twist), a more stall resistant foil section, a winglet, or a combination
of all three. In a sail, twist serves to decrease the angle of attack at
the head thereby reducing tip stall.and improving efficiency and performance.
D2T Provides
Better Performance
Properly aligned flow and reduced turbulence
eliminate tip stall and lower drag for increased power, higher speed and
improved pointing.
Improved Range
The mast sleeve, head and leech are de-coupled
from the downhaul tension allowing enhanced twist for a lower center of
effort and improved wind range.
Easier Handling
Luff lengths are reduced allowing a shorter,
more resilient mast. The sail and mast have a lower center of gravity, lower
center of effort and less weight for improved handling.
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TECH TALK
D2T (Decoupled Truncated Tip)
Windwing's exclusive D2T technology
is a significant development in sail design which maximizes aerodynamic
efficiency. D2T provides better performance, improved range and easier handling.Truncated Tip
A 'truncated Tip' is 'squared-off' such that the curved apex of the tip
is replaced by a straight line or 'flattened' curve. This shortens the luff
considerably without a loss of area and allows the use of shorter masts
in larger sails for improved mast compatibility. Added benefits are a lower
center of effort and lower center of gravity for significantly improved
handling.
De-Coupled Head
An internal headcap suspension system 'de-couples' (separates) the downhaul
tension from the sail's head, upper luff and mast sleeve. This allows unencumbered
aeroelastic 'twist' in the upper sections of the sail for improve aerodynamic
performance and range.
<A NAME="anchorsailtwist"></A>
Why Sails Need Twist
There are three reasons for twist in a sail. In descending order of magnitude and importance they are:
I - Increase the wind range
II - Compensate for the wind 'gradient'
III - Delay circulation-induced tip stall.
Following are brief technical discussions of these items relative to sail
twist.
The aerodynamic force generated by a sail is proportional to the
square of the wind velocity. The force is also directly proportional
to the force coefficient (determined by shape and sheeting angle),
the air's density and the sail's square area. The following
formula defines these relationships:
<IMG SRC="http://web.archive.org/web/20000312154125im_/http://www.windwing.com/imagefolder/plotforceequation.gif" WIDTH="161" HEIGHT=
"123" ALIGN="BOTTOM" NATURALSIZEFLAG="3">
Allowing the head of the sail to 'twist off' in response to increased
aerodynamic loading at higher wind velocities 'smooths' this non-linear
response. The 'sheeting angle' and resulting
force in the upper sections of the sail are thereby reduced
allowing sailors to maintain control when sailing 'overpowered' or
The total aerodynamic force
may be split into two components - a lift component which is perpendicular to the flow and a drag component which is in the same direction
of the flow. These components are both proportional to the 'sheeting' angle. As the sheeting angle increases, lift increases to a maximum which is reached at the critical 'stall' angle. Above the stall angle, a rapid and significant loss of lift results. The following plot illustrates the effect of 'sheeting' angle on the lift coefficient for a camberless sail. (A 'cambered' sail will have a non-zero positive coefficient of lift at zero sheeting angle due to its 'pre-inflated' mechanically induced
shape.)The relationship between the lift and drag components is
a measure of sail efficiency. At zero sheeting angle, the sail still has a drag component due to the frontal area (shape) and 'wetted' surface (overall area.) As the sheeting angle and lift increase, the drag also increases. This additional drag is known as 'induced' drag. The following plot
illustrates a typical L / D relationship:<IMG SRC="http://web.archive.org/web/20000312154125im_/http://www.windwing.com/imagefolder/plotliftdrag.gif" WIDTH="181" HEIGHT="199" ALIGN="BOTTOM" NATURALSIZEFLAG="3">
Reason II - Wind Gradient
or 'Shear'
The wind increases logarithmically with altitude above the water. A compensatory 'twist' in the sail maintains an optimum spanwise angle of attack which improves
efficiency and performance. Following are plots of the wind as a function
The discontinuity at the head (sail and
then nothing) causes 3-dimensional circulation flow at the tip. A component
of this flow is in a direction which serves to increase the angle of attack.
At high (near critical) angles of attack, the circulation flow is increased
resulting in tip stall. In aircraft, this phenomena is reduced by 'washout'
(twist), a more stall resistant foil section, a winglet, or a combination
of all three. In a sail, twist serves to decrease the angle of attack at
D2T Provides
Properly aligned flow and reduced turbulence eliminate tip stall and lower drag for increased power, higher speed and
improved pointing.The mast sleeve, head and leech are de-coupled from the downhaul tension allowing enhanced twist for a lower center of
effort and improved wind range.Luff lengths are reduced allowing a shorter, more resilient mast. The sail and mast have a lower center of gravity, lower
center of effort and less weight for improved handling.
CATALYST</A> / <A HREF="http://web.archive.org/web/20000312154125/http://www.windwing.com/wave.html" TARGET="View Frame">WAVE</A> / <A HREF=
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C520 Triaxial Aramid X-Ply |
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Windwing's tear and UV resistant C520 X-Ply is the
most technically sophisticated sailcloth available. Warp-oriented Technora aramid fibers are superimposed on a bi-directional polyester grid and laminated within a low stretch monofilm sandwich for ultimate strength, low weight and superior performance. |
<A NAME="anchordualgrommet"></A>
Dual Grommet Clew |
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Standard on all sails, dual grommets allows high or
low rigging positions for optimum boom geometry. Utilizing both grommets also provides a highly stable intermediate position for fixed or variable outhaul systems. |
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Leech Stabilizers |
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Reduce turbulence and drag at the leech for improved power and speed. |
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TARGET="View Frame">WAVE</A> / <A HREF="http://web.archive.org/web/20000312154125/http://www.windwing.com/air.html" TARGET="View Frame">AIR</A> / <A HREF="http://web.archive.org/web/20000312154125/http://www.windwing.com/syn.html" TARGET="View Frame">SYNTHESIS</A> / <A HREF="http://web.archive.org/web/20000312154125/http://www.windwing.com/race.html" TARGET="View Frame">RACE CS</A> |
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'T' Cam Batten Stabilizer |
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Windwing's exclusive 'T' Cam batten Stabilizer provides a secure direct
compression link between the mast and batten for ultimate leading-edge stability.
Due to its relatively small size, the 'T' cam also fits inside a tight fitting
RAF sleeve providing a 'Cam Option' for user-friendly freeride sails. <A HREF="http://web.archive.org/web/20000312154125/http://www.windwing.com/air.html" TARGET="View Frame">AIR</A> / <A HREF="http://web.archive.org/web/20000312154125/http://www.windwing.com/syn.html" TARGET="View Frame">SYNTHESIS</A> / <A HREF="http://web.archive.org/web/20000312154125/http://www.windwing.com/race.html" TARGET="View Frame">RACE CS</A> |
ITB |
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Low drag, screwdriver adjustable Internal Trim
Batten fittings provide convenient and precise batten tuning for ultimate performance. |
<A NAME="anchordwnhlfttng"></A>
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<A HREF="http://web.archive.org/web/20000312154125/http://www.windwing.com/masts.html" TARGET="_self">WINDWING MASTS</A> & <A HREF="http://web.archive.org/web/20000312154125/http://www.windwing.com/mcsimcs.html" TARGET="_self">MCS / IMCS</A> |
<A NAME="constructiondetails"></A>
CONSTRUCTION DETAILS | |
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<A NAME="weightvsquality"></A>
Construction Quality vs. Weight |
The subject of weight regarding Windwing sails is common because they are
traditionally among the strongest, most durable sails made and this durability can only be gained by using extra reinforcements, thicker materials and higher quality battens and fittings. Windwing continues this tradition because we firmly believe a quality sail should last through many seasons of repeated hard use without a reduction in performance. |
Sail Weight vs. Rig Weight |
At Windwing, we feel a slightly heavier sail is a small and reasonable sacrifice
if the additional weight provides enhanced performance, durability and value. This philosophy is substantiated by years of positive performance reviews and the fact that the sail is only a portion of the total rig weight. A difference of a pound in the sail's weight can mean many extra months of use but only results in about a 5% change in the overall rig as follows: |
Mast | = | 5 pounds (430 30% carbon mast) |
Boom | = | 6 pounds (Chinook 4'6" Body) |
Base | = | 1 pound (Windsurfing Hawaii 12") |
Sail | = | 7 pounds |
Rig | = | 19 Pounds |
1 Pound | = | 5.3% of the total rig weight. |
Weight of '99 Windwing Sails |
Of particular interest regarding the weight of '99 Windwings is the institution
of truncated tips which significantly lowers the center of effort and the center of gravity providing a surprisingly noticable feeling of lightness and easy handling. Following are recent sail tests by Ken Winner, technical editor for American Windsurfer magazine which point this effect out. |
<A NAME="anchorsailreviews"></A>
'99 Windwing Sail Reviews
Windwing Designs '99 Synthesis 6.7 (Windsport Magazine) Ranked
1st in Power, 1st in Stability.
The new '99 Windwing Synthesis is designed to combine the race winning
performance of the Windwing Race CS with the easy handling of a narrower
mast sleeve no-cam sail. The sail features a decoupled Truncated Tip (D2T)
and multiple removable camber inducers so you can rig the sail as a 3, 2,
1, or no-cam sail. The custom tapered RBS epoxy/carbon battens are among
the highest quality in the business.
We spent most of our time sailing this sail in the no-cam mode and this sail is the most slalom-oriented of the no-cams in the test. The extra batten results in outstanding stability and overall wind range. The sail features a fairly full profile combined with a fairly long boom length for good acceleration when coming out of the gybes. In the no-cam mode the sail's rotation is smooth and tacking is easy, even in overpowered conditions when cambered sails tend to knife back and forth a little. In its cambered mode we found the rotation to be easy and effortless, with instant acceleration once the sail rotates. The overall handling is more like a powerful compact race sail than a maneuver oriented no-cam sail, making it ideally suited for flat water race and chase action with your friends and local club racing. The narrow mast sleeve makes uphauling and waterstarting considerably easier than most compact race sails.
Summary: If you're not sure how many cams you want, look no further
than this sail. Sailors looking for a powerful, fast, flat water blasting
and bump and jump sail with smooth rotation in the turns will appreciate
this sail's overall performance. The extra batten makes the sail feel a
little heavy for first time shortboarders but intermediates and advanced
sailors will enjoy this sail's combination of speed, power and stability.
Windwing Designs Catalyst (American Windsurfer)
The Catalyst is an excellent sail for serious, radical wave sailors.
Its high-cut foot enables riders to perform radical aerials and on-the-wave
transitions without getting in the way of the sailor's legs or the board,
and without dragging in the water. It also has Windwing's striking new head
design, a feature that we feel works quite well to extend the sail's range.
You have to use plenty of downhaul, but the reward definitely follows. As
is usual for Windwing sails, the Catalyst is built to last, which is to
say it's best for medium- to heavy-weight riders who need the durability
and can deal with the extra weight.
Windwing Designs '99 Interface Wave (American
Windsurfer)
"The Interface Wave is a conundrum. It's arguably the most durable
sail on the market, and it's clearly one of the heaviest for its size, yet
one of our lightest testers, Renata Fuzetti, commented that the Interface
Wave felt light. In fact, no one seemed bothered by this sail's weight,
which we think proves that the feeling of weight in a sail comes as much
from the way a sail is designed and tuned as from it's actual physical weight.
In the case of this sail, the design must dominate perceptions, because
everyone who tried it, regardless of weight and skill level, enjoyed it."
Windwing Designs '99 Interface Air (American
Windsurfer)
"Billed as a light-weight, highly versatile sail, the Interface Air
is much like the Windwing Interface Wave except that it has a stepped monofilm
body and a cam option. This is one of the keys to its versatility, as the
freeride sailor can decide to go with a little more speed and stability
by installing the cam, while the wave sailor can go for better handling
by leaving the cam aside. We agree that this is a versatile sail, but the
scale doesn't agree that it's light. No matter, no one seemed to mind as
the Air's excellent power, speed and range seemed to trump all other concerns."
Windwing Designs '99 Synthesis 6.0 & 8.3 (American
Windsurfer)
195-pound tester Glenn Fuller loved both of the Sythesis models that
we tested. He's the sort of windsurfer who likes a solidly built sail and
doesn't mind if it's a bit on the heavy side, as long as it has durability
and performance. Durability is a Windwing hallmark quality and the performance
of this year's Sythesis is better than ever. We like the versatility conferred
on the sail by the three removeable cams, a feature that's good for buyers
who aren't sure whether they like camless sails and who need some time on
the water to figure it out. We also like the decoupled truncated tip (D2T
in Windwind parlance). Like the Neil Pryde Shear Tip, D2T seems to make
the sail work well even when it's not rigged just right and gives it a light,
responsive feel. In cambered mode we found the Sythesis to be stable and
fast, whether equipped with cams or not. Without cams, however, it was a
little easier to pump; with cams it was more stable and a tad rangier. One
detail that strikes us as noteworthy on the Synthesis is the functionality
of the screw-type batten tensioners (for non-cambered battens). They not
only can be adjusted with a standard flat screwdriver but also follow the
"righty-tighty convention we're all used to.
Windwing Catalyst 5.0 (Windsurfing Magazine)
Low-End Power-Oriented Sailor: The Catalyst is modern in design
and capable in a wide range of conditions. With minimal outhaul, the sail
keeps shape along the entire luff, from foot to tip. It has low-end punch
but seems softer in feel than an all-monofilm sail. It's clearly much more
durable, too.
High-End Control-Oriented Sailor: It's great on the high end
as long as you use enough downhaul to take shape out of the head. It's stable,
fast and maneuver-oriented, yet still has a forgiving and slightly softer
feel. The weight alone will favor heavier riders. Lightweights and less
powerful sailors won't be able to take full advantage of what this sail
has to offer.
Onshore Sailor: Keep this sail in breeze and you'll have one
heck of a fun time sailing in onshore conditions. It'll be easier making
windward progress by staying on the wave face and riding backside. It's
fast enough for lofting big airs when sailing out and super-maneuverable
on the wave coming in.
Down-the-Line Sailor: Being a maneuverable sail, going down
the line is effortless. In addition, the Catalyst is well built and ready
for any task at hand including wipeouts!
Comments: The Windwing Catalyst is built as an aggressive
sail for the aggressive sailor. It's high-end-oriented and built to last.
Heavyweights and more powerful sailors will enjoy what this sail has to
offer. The less experienced sailor may find this sail more difficult to
rig initially because of the interior and lowered head cap system. After
that, the battens rotate smoothly and the sail is bomb proof.
Windwing Interface Wave 4.9 (Windsurfing Magazine)
Low-End Power-Oriented Sailor: The Interface Wave is a high-wind
and high-end-oriented wave sail built to withstand even the toughest of
conditions. It's modern in shape with a proportionally shorter luff and
larger squared-off head. At 9 pounds, it may seem heavy; however, when you're
sailing, the sail is well balanced and well behaved. It's difficult to feel
the weight once you're on the water.
High-End Control-Oriented Sailor: In a breeze, the Interface
is truly a high-end-oriented sail built for performance and durability.
It feels stable but not stiff and tight. It has a softer and more forgiving
feel than an all-monofilm sail. It's somewhat tricky to rig it perfectly
at first for particular conditions. It may take some added time on the beach
to tune it properly for maximum performance.
Onshore Sailor: In a solid breeze, this sail has maneuverability
and is excellent for slashy backside hits and on/off power sailing. The
transition from loading and unloading power between maneuvers is easy, and
the sail is quite responsive. In lighter winds and more puffy conditions,
we felt a little more low end may be appropriate.
Down-the-Line Sailor: On a wave, it's stable and actually
light in feel through bottom turns and transitions. The swing weight --
short luff and low center of effort -- makes this sail handle and maneuver
surprisingly well. Lighter-weight riders will certainly have an advantage
in a variety of conditions. You heavyweights will need more and consistent
wind.
Comments: The Interface Wave is very modern in design. It
has a short luff and a large square head. It will rig with or without shape
along the entire luff (up high), depending on the amount of downhaul. It
has fair range but seems to favor lighter riders. Heavyweights can enjoy
all that this sail has to offer as long as it's windy.
Windwing Interface Air 5.5 (Windsurfing Magazine)
Low-End Power-Oriented Sailor: The Interface Air has the capability
to be rigged in various ways. In lighter conditions, you can set it up with
a tighter leech and fuller draft through the luff of the sail. It has the
option of a camber to help hold its shape when coasting through the holes
and light spots. At 9 pounds it feels heavy until you get it on the water.
The design makes the sail feel light and lively in your grip.
High-End Control-Oriented Sailor: With plenty of downhaul
and subtle outhaul, this sail feels stable and balanced. The Camber option
can add stability both at high speeds or when you get attacked by a savage
puff. The twist characteristics allow for smooth acceleration, so you won't
get jerked over the handlebars. Although itís stable and rigid, the
sail is still forgiving.
Speed-Oriented Sailor: It ís well balanced between
fast and maneuverable. The outline favors bump and wave sailing, but it's
far from slow. Like many of the other sails, it's fast on beam reaches and
downwind but suffers slightly upwind compared to more slalom-oriented sails.
Sailing with the camber option does increase the overall speed, but that's
probably not the reason to buy this sail.
Comments: The Interface Air is probably the most versatile
sail in Windwing's high-wind line. It can handle waves like a true wave
sail and bump-and-jump conditions easily, and with the optional camber,
it has excellent stability. It's very modern in design, with the larger
head and short luff length. It has the capability to face even the toughest
challenges by all levels of sailors.
Windwing Synthesis 6.7 (Windsurfing Magazine)
This sail can go either way -- rigged with cambers or without. We rigged
with the cambers and needed outhaul tension to keep the cambers on the mast.
We felt that a sail this size loses too much stability sailing without the
cambers. Outhaul and downhaul are easy to adjust. The battens tension easily
and are clean for minimal drag.
Early-Planing-Oriented Sailor: The Synthesis is a power sail
and planes early, but it could have been slightly better if the sail didn't
weigh 11 pounds. At this weight, it feels heavy on the beach yet surprisingly
light on the water. The design features keep the swing weight to a minimum.
While sailing, it feels somewhat light and lively. It can carry shape through
the head of the sail.
Control-Oriented Sailor: When sailing with the cambers in
place, the sail holds shape and has decent stability. It can be downhauled
to flatten the head and hold the draft down low in the sail where itís
more controllable. Sailing without the cambers, the sail loses some of it's
stability. The construction is durable and makes the sail feel forgiving
during unexpected gusts.
Speed-Oriented Sailor: The Synthesis is more user-friendly
than it is fast. Heavier and more powerful sailors will push it to its limits,
but lighter riders may get overpowered. At high-speeds and in strong winds,
the draft feels back on the boom and favors big guys. In comfortable conditions,
it's fast on a beam reach and off the breeze. If you slack the outhaul,
it can go deep well.
Comments: The Windwing Synthesis is sail built for various
conditions with great potential at any angle of attack. You can sail with
or without the cambers in the sail. The cambers maintain stability and shape
in the sail. We preferred sailing with the cambers. It's an extremely well-built
sail and will last several seasons under normal conditions. It's modern
in design having a large head and short luff length.
Windwing Race CS 8.3 (Windsurfing Magazine)
Early-Planing-Oriented Sailor: The 8.3 CS Race is capable of
being rigged with shape along the entire luff through the head of the sail.
The head is modern in design and can hold shape. The leech still has a tendency
to twist and open in lighter wind ranges. It powers up early and feels slippery
at speed. It doesn't take much to get going, but the overall weight did
hurt slightly in the lighter conditions. We feel it could even plane sooner
with less weight.
The Ranger: It works well in any conditions -- super-light
winds to fully powered race conditions. On the extreme high side, our lighter
sailors were too overpowered and thought it was backhand heavy. Our heavier
testers enjoyed the power, however.
Speed-Oriented Sailor: It's a race sail that works in any
conditions. It might be easier to downsize for the added control that you
can translate into speed. On the extreme high end, the sail felt punchy
and slightly backhand heavy. Bigger and more powerful riders can take advantage
of this sail's potential, while smaller riders may want to downsize sails.
Comments: Windwing sails are built strong and the quality
is excellent. It may be slightly heavy on the scale, but tester Grant Kowalchickís
comment says it all:"It sails really light and is super-easy to waterstart."
The cambers rotate very smoothly and the acceleration is mellow and forgiving,
not jerky. This is a quality race sail that will last several seasons. You'll
save money every time you ride it.
<A NAME="anchorbrdspdvswndvlcty"></A>
Board Speed vs. Wind Velocity
Contributed by Dr.Peter I Somlo
email: somlo@ieee.org
A theoretical solution of the numerous parametric equations
which determine speed as a function of course and wind velocity is of great
interest to the technical windsurfing enthusiast. Dr. Peter Somlo has developed
such a solution utilizing the aeodynamic and fluid dynamic relatonships
for lift and drag of the sail, fin and board over a range of courses to
the true wind and at two wind velocities. Peter's solution is presented
below for true winds of 12 and 15 knots and a sail size of 7.0 sqm.
<IMG SRC="http://web.archive.org/web/20000312154125im_/http://www.windwing.com/imagefolder/boardspdvswnd1.gif" WIDTH="521" HEIGHT="288" ALIGN=
"MIDDLE" NATURALSIZEFLAG="3">
<IMG SRC="http://web.archive.org/web/20000312154125im_/http://www.windwing.com/imagefolder/boardspdvswnd2.gif" WIDTH="475"
HEIGHT="288" ALIGN="MIDDLE" NATURALSIZEFLAG="3">
<IMG SRC="http://web.archive.org/web/20000312154125im_/http://www.windwing.com/imagefolder/boardspdvswndpolar3.gif" WIDTH=
"257" HEIGHT="216" ALIGN="MIDDLE" NATURALSIZEFLAG="3">
Method
The calculation was performed for the board-speed (vector) as follows:
1. Set up the equations for sail-lift, sail & board-drag as
functions of air temperature, air pressure, sail size, wind-velocity and
board-velocity. Here we must remember that sail-lift and sail-drag depend
on the velocity of the apparent wind (which we don't know yet because it
depends on the board-speed) and the board-drag depends on the board-speed
(not known).
2. Set up an equation for the apparent wind, which is a vectorial
subtraction of the wind vector minus the board-speed vector. (The faster
the board, the more the apparent wind comes from the front.) To make the
vectorial calculations simple, all vectors were represented as complex numbers
(which have magnitudes and angles).
3. Assume a sheeting-in angle which will be used to modify the angle of the sail-lift.
4. Assume that the sail-lift is at right angles to the sail direction.
5. Break this sail-lift force into two components: in the direction of the board and right angles to it.
6. Chose a direction of board-movement (relative to the true wind direction).
7. Realising that when moving at a steady speed, the forward-force
must equal the backward drag (otherwise the board would be speeding up or
slowing down), solve the equation(s) for the board-velocity vector - for
the condition of the net forward-force to be zero - yielding the board-velocity
vector, and so all the forces will become known.
Notes:
a. Although the computation was carried out in SI units, speeds were converted to knots (from m/s) and forces were converted in results to kilogram-force (from N) - more familiar units.
b. An artificial function was devised to increase the hull-drag smoothly by a factor of 3 at the planing transition as the board-speed drops from 12 to 10 knots . (The choice of 11 knots was the result of a calculated hull-speed-limit of a commonly used board.) The factor of 3 came from estimating the reduction of the wetted surface when planing properly - or not.
c. The 'Forces' diagram shows the total sail-lift. The fin-lift is the component which is at right angles to the board, and the forward-force is the component in the forward direction. We see that most of the sail-lift is transferred to the fin (which is preventing the board going sideways), and the forward-force is a fraction of the sail lift only. For a 7m^2 sail, reaching in a 15 knot wind, the sail-lift is about 68 kgf (so you can hang most of your weight on the sail), but the force that makes you go forward is only about 11 kgf. The curves are not quite applicable for sailing downwind (square running at 180 degrees) because the transfer of lifting force to drag force only at square running is unknown, i.e. there is no sail-lift, only drag.
d. The Cartesian graph for board-speed shows two wind-speeds 12 and 15 knots, for a 7m^2 sail. Note the 'kinks' in the curves indicating the transition to planing above 12 knots.
e. The polar plot is the curve re-plotted for the 15 knots case,
with laser-gun measurements by Ken Winner, technical editor of American
Windsurfer magazine superimposed. It can be seen that the curves are
very similar, differing mainly in scale (Ken suggested to reduce the drag
coefficients.) However, at close-hauled sailing there may be another reason
for the difference. If a competitor is asked to see how fast can he/she
sail up-wind, they will bear off first to get on the plane, and then sail
upwind. The computer program does not accomodate this behaviour. In the
10 to 12 knots regime the results are multi-valued, and one can chose which
root to find: the planing one or the non-planing one. Below 11 knots the
non-planing one was chosen.
For more info contact:
Dr.Peter I Somlo
Microwave Consultant | email: somlo@ieee.org
<A HREF="http://web.archive.org/web/20000312154125/http://www.zeta.org.au/~somlo/default.htm" TARGET="_blank">http://www.zeta.org.au/~somlo/default.htm</A>
Stay tuned for more in-depth tech info on these items and much more....
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