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The latest version:  Mark IV
 
This wing is based on a rotating A frame mast, that supports the wing in both sides, having an accurate wing profile as well as high moment of inertia. It is made of three different sails - two main sails and one leading edge sail. All three sails are sliding independently along the mast. When all three sails are hoisted, we get a wing that one can reef and drop like any other standard sail. 
 
Mark IV news:  shorter mast, V shape boom, optional gennaker, square top main sails, and the choice between standard tracks and cars (cruising version) or luff lines (performance version).
The wing area is 69m², which is about 85% of the standard Elan 37 sails area.  
 
A new video clip: Yachting monthly tests Omer wing sail:   http://youtu.be/1Qu_ZgQcr8k 

 

  
Why Wing-Sails
 
As a former fighter pilot and an enthusiastic sailor for long time, I retired early in order to be able to spend more time sailing. While sailing a lot, I discovered that there are a lot of similarities between flying and sailing, such as driving a machine on fluids, no brakes, windage effects on the bow / stern, the propeller walk, navigation, etc., However, the most and remarkable similarity between airplanes and boats is the use of lift force.
 
Airplanes use lift force, created on the wing due to the air flow around it, in order to hold the airplane up in the air. Sailing boats use the lift force, created on the sails due to the same airflow around the sails, as their driving force.

There were always the questions of why do we still sail around with inefficient rigs, all bound up with complex rigging and high compression loads? Why do we try to make the sails look like wings rather than using the wing itself? Why do we use sails, although it is very well known that wings have a higher lift/drag ratio than sails, and therefore, can provide more driving force to the boat? Why do we use sails when wing's working angle of attack is smaller than that of a sail, and consequently, enables pointing higher?

I found that the answer to all these questions was not the theory of aerodynamics. It was the availability of the right technology!!  There was no efficient wing, with a simple structure, easy to use, reliable, light weight, inexpensive, and good for all sailors in any weather condition. This is where I decided to go into it, and to try to develop a wing sail that meets these demands.
 
As usual, there are always trade-offs and compromise, as well as several different approaches to solving a problem.

The first approach is the hard (rigid) wing. This type of a wing sail is the closest to aircraft wing. It is aerodynamically efficient, has higher aspect ratio and performance with relatively small sail area. The trade-offs are: it has a complex structure in order to enable variable geometry. It is not reefable. It cannot be folded down. It does not have enough sail area in running down wind, and it is very expensive. Hard wing sails are very efficient for extreme speed sailing, for racers and professional sailors, and for other exotic uses.
 
The second approach is the soft wing sail. This wing sail is made of sail cloth. It can be hoisted, reefed and folded exactly like a main sail. It is not limited in size. It is easy to handle and is as simple as any main sail, with no complex mechanics and no "tail" rudders. The wing turns and wind vanes spontaneously, uncomplicated variable camber system (done by changing the angle between the mast and the boom), no hinges, trailing edge twists naturally, no moving parts, no problems on anchor or in the marina, and it is relatively inexpensive. The trade- offs are: Soft wing sails are less aerodynamically efficient. They need bigger sail area (good for downwind), and one has to hoist and fold it and to keep on with handling sails and sail cloth.
 
Soft wing sails are good for cruisers and cruiser / racers, and are suitable and robust for recreational service.

I truly believe that wings (of all kinds) are the next step in the evolution of sails. 
 
Ilan Gonen

 

Mark IV

 

Mark IV

Mark IV

 


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