Manual windlasses are available as either lever-type (back and forth motion) or vertical axis (a circular winch-grinding motion). Lever-type windlasses are generally single speed, and vertical models, like sheet winches, have two speeds: a fast, low-power gear for light loads, and a slower speed with higher power for heavier loads.

Electric windlasses haul ground tackle aboard with a touch of a button or a step on a pedal. Most are available with remote controls for operation from the helm or elsewhere on the boat, and nearly all offer a self-tailing feature which takes in the slack as the line is hauled in and feeds it into the locker below deck.

The pulling power required from a windlass is generally three times the unloaded weight of the anchor and chain, but most experts recommend figuring four times the unloaded weight as a safety factor when anchoring in rocky areas or in adverse conditions.

Horizontal or Vertical

Although personal taste plays a part in choosing either a horizontal or vertical style windlass, much of the decision is by necessity based on the boat’s size and layout. The size and configuration of the foredeck, chain locker and forepeak dictate much of the criteria.

Horizontal windlasses are generally used on smaller boats with limited under-deck space. Very large yacht windlasses and most manual windlasses are also horizontal. The windlass is fitted directly over the hawse pipe and positioned in line with the bow roller to ensure a fair lead. Since the rode does not have to make many directional changes, it generally disappears down the hawse pipe neatly without kinking or jamming. Because the motor and gearbox are located on deck, they are easily accessible. However, they are more exposed to the elements and generally take up more deck space than vertical windlasses.

Vertical windlasses are installed with the motor and gearbox mounted below deck, and are very popular because they leave the foredeck relatively uncluttered. Vertical windlasses are versatile as the rode can be led from any direction. The rode leads from the anchor roller back to a capstan or gypsy, wraps around 180 degrees, and feeds through a hawse pipe and down into the chain locker. Again, the configuration of the boat dictates the feasibility of this system. Since the guts of the windlass are below, the motor may interfere with living space or physical limits of the chain locker. To pay out properly, manufacturers recommend at least 12″ clearance from the top of the stowed rode to the top of the locker. Before purchasing any windlass, the forepeak should be measured to ensure everything fits. The windlass manufacturer can generally provide a plan detailing all the dimensions for common installations.

Rode Types

All-rope rodes, most frequently used on smaller boats, require capstan-type windlasses. These are similar in appearance and operation to a sheet winch on a sailboat, and haul in the line wound around the drum. Self-tailing is a desirable feature with all-rope rodes.

All-chain rodes, often favored by larger cruising boats, are handled by all-chain gypsies. Self-tailing is unnecessary on a chain gypsy as the weight of the chain peeling off the gypsy will cause the rode to stow itself.

Combination rope/chain rodes are very popular, as even a short length of chain lends a lot of holding power to the anchor and the rope keeps the overall weight of the ground tackle down. Windlasses that handle rope/chain rodes use either a capstan mounted above a gypsy or a single unit with both capabilities. A gypsy handles chain through the use of internal pockets which the chain links seat into. The chain and the pockets must be sized the same or the chain will hang up. Combination models also use a gypsy, but feature an internal groove that handles the rope. The separate capstan/gypsy configuration requires that the chain stopper be set after the rope is retrieved and changed to the gypsy to haul in the chain, while the combination model allows “hands-off” operation. Most combination models require that the chain be joined to the rope by a splice, as the unit cannot accommodate a shackle. Most windlass manufacturers offer a few rope/chain models which handle the most commonly used specifications of each. As a general rule, windlasses for boats under 40′ use 1/2″ line with 5/16″ chain; for bigger boats, 5/8″ rope with 3/8″ chain.

We will continue this article by presenting what we consider to be the top attractions at the 12th Rio de Janeiro Boat Show. We will start with the Sailboat Bavaria 44 Vision which is the main member of the German Boat Show. This boat offers 3 large and spacious bedrooms and a state-of-the-art bathroom. The boat’s design draws attention thanks to the bold lines of the cabin, with the panoramic windows in the soft curves that flaw naturally. The performance of this boat is achieved with a more Velicer area and a high performance pole as well as a system of internal passage of sheet along with auxiliary engines that provide more power than before.

Moving on, we briefly present the Rio Yacxo Shipyard which will debut at the boat show this year. It is the only boat that measures 33 feet and offers two enclosed cabins and double beds. Six people can comfortably sleep on the board mainly because the “V” shaped sofa can be transformed into a third bed for two people. The cockpit of the boat has plenty of space for 12 people and in the construction of the cockpit the manufacturers used glass fiber and PVC foam which resulted in a very resistant yet light boat.

United State’s biggest attraction will be the Lazzara 74, forerunner of the boat that revolutionized the waters. With the LSX 92, launched just last Fort Lauderdale Boat Show, the Lazzara, almost a family business had already collected a sea of praise with the previous model, the LSX 75, seems to have come very close to the answer. So with other words, the Lazzara 74 will surely be a great hit. The Lazzara 74 is equipped with 4 Volvo IPS engines which are considered to be extremely efficient in terms of fuel consumption as well as silence and airworthiness issues.

Last but not least, at the 2009 Rio Boat Show, visitors can take a glance at the revitalized Delta 32. The Delta is the largest manufacturer of sailboats in the country and this year will re-launch one of its popular boats, the Delta 32. This boat now comes with a lot of interior innovations that provide extended comfort in comparison with the anterior model. The boat offers two cabins for 4 people and a large bathroom and other facilities for a relaxing stay.

All things considered, the 12th Rio Boat Show has plenty to offer: great boats, lovely scenery, incredible atmosphere and many more. If you plan your vacation during this period, make sure that you spend a few hours at the show; we assure that you won’t regret it.

The development of machine embroidery did not take place until the 1800’s. Joshua Heilmann from Mulhouse worked on the design of a hand embroidery machine. Though he did not sell many, it revolutionized the embroidery industry. Heilmann’s invention was quickly followed by the “shuttle embroidery” and the “chain stitch embroidery” methods.

The beginnings of shuttle embroidery dates back to the 1860’s when Isaak Groebli, from St. Gallen, Switzerland, was inspired by the work produced on the sewing machine.

Around the 1870’s there were fourteen companies manufacturing embroidery machines in Switzerland manufacturing hand loom embroidery machines. Today there are four companies manufacturing schiffli embroidery machines.

In 1873, Alphonse Kursheedt imported twelve of the ten new embroidery hand looms from St. Gallen, making him the first American to use a mechanized embroidery process. The looms used multiple needles and were an unbelievable improvement over the age-old process of stitching by hand. They were, however, powered manually.

Immediately afterwards, Isaak Groebli of Switzerland invented the first practical Schiffli Embroidery machine. This machine was based on the principals introduced by the newly invented sewing machine. Groebli’s machine utilized the combination of a continuously threaded needle and shuttle containing a bobbin of thread. The shuttle itself looked similar to the hull of a sailboat. “Schiffli” means “little boat” in the Swiss dialect of the German language, so his machine came to be known as a schiffli machine.

In 1876, Kursheedt began importing a number of schiffli machines to America, thereby making him the real founder of the schiffli embroidery industry in the United States.

Dr. Robert Reiner, founder of Robert Reiner, Inc., of Weehawken, came to the United States in 1903 in his early twenties. Realizing the potential of the embroidery industry, he persuaded the Vogtlandishe Machine Works of Plauen, Germany, to appoint him it’s American agent. This began a mass importation of embroidery machines into northern New Jersey’s Hudson County. The banks arranged long-term credit to purchasers. Dr. Reiner made it possible for hundreds of Austrian, German, and Swiss immigrants in New Jersey to become manufacturers of embroidery.

The industry grew until 1938, when suddenly the two sources for the manufacture of machines in Plauen, Germany, and Arbon, Switzerland, ceased operation because of World War 2. No additional machines were produced until 1953, when Robert Reiner Inc. introduced the first American-made schiffli machine. Gradually in time, improvements were made to the machine in America as well as in Switzerland and Germany.

Today computers are playing a major role in the embroidery process.

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Rig type and sail plan go hand-in-hand. Typically, there is a trade off between ease of sail handling and safety/flexibility. For example, a cat rigged boat with one large mainsail and no headsail (think Laser) is very easy to handle by one person, since there is only one sail. If you are day sailing in a small lake or close to shore where you can take cover if things heat up, this is a great rig–simple, easy to handle, quick to set up. However, it is not a very flexible design, since the sail can’t be reefed in big blows. A standard Marconi sloop is one step above in flexibility since it adds a second (head) sail that can be changed in size to accommodate wind velocity changes. In addition, these rigs today almost invariably offer roller-furling of at least the headsail, if not both sails, making on-the-fly adjustments simple and easy. This is certainly a rig with enough flexibility for stronger wind.

The tradeoff is that you have now added a second sail to handle, change, and furl. Moreover, the sloop is still pretty limited in terms of the changes you can make to sail plans. The cutter rig is the next step up in flexibility with 2 headsails and typically a much smaller mainsail. This configuration allows for significantly greater variations in sail configuration and a much wider spectrum on wind ranges within which the boat can comfortably be sailed. The tradeoff is a third sail to manage. Finally, the double-masted designs–ketchs and yawls–provide the greatest level of flexibility and therefore the greatest range of wind velocities to comfortably sail through. The obvious disadvantage is complication–2 masts, 4-6 sails. For my money, the sloop wins for Bay, Great Lakes and Coastal sailing, while I would want at least a cutter rig for ocean passages, with the ketch and yawl being that much better.

Keels are the next consideration with two primary questions–how deep and what kind. Deep keels allow for more stability (less heel) and greater angles to weather (into the wind), but limit the places you can safely sail without running aground. For me, the depth question is easy–racers should opt for the deepest keel practical for their sailing area, the difference on windward legs can be dramatic. I would recommend deep keels to anyone else who spends a lot of time beating to windward (whoever that may be). For everyone else, the shallower the better–more cruising grounds, more safe anchorages and less chance of hitting something as you go. As for type, if you are doing offshore passages or even long coastal passages, I recommend a full keel–the boat tracks better and gets much better “holding” than a shallow keel. Alternatively, if you do a lot of close quarters maneuvering, I would NOT get a full keel and instead opt for the fin keel.

Interior accommodations range from practically nothing in race shells, to full blown luxury (microwave ovens, flat panel TV’s, DVD players). The simple rule is to match the sailing type to the interior type. My guess is for all but the hard core racer, budget will dictate here (more on this in Part III).

Finally, consider the overall hull type. I examine two dimensions: SA/D (sail area to displacement ratio) for overall speed estimate and D/L (displacement to length ratio) for overall stability and maneuverability. Neither is a perfect measure and manufacturers have a tendency to fudge the numbers (but that is a different article), but they are a good general reference point.

In summary, the first step in buying a sailboat that will make you happy is to know exactly and in great detail how you will use the boat. The second step is to identify the characteristics of a boat that will best match your usage and start looking for boats with those characteristics.

The coursework options available in this field include:

• Fluids
• Structural Analysis
• Guidance and Control
• Propulsion
• Spacecraft design and testing
• Control system design and theory
• Applied aerodynamics, compressible flow, applied aeronautics
• Mechanics of composites
• Classical dynamics and space mechanics

The research options in Aeronautical Engineering that are available in various universities can be classified broadly as below:

Aerospace Computing:

Development and application of numerical techniques in the design of aerospace products. Methods are developed to solve mathematical models of fluid flow ranging from the linearized potential flow equations to the fully non-linear unsteady Navier-Stokes equations. Systems are used to analyze and design vehicles ranging from sailboats to commercial airliners.

Aero Fluid Mechanics:

Involves the study of the interaction of compressible vortices with aerodynamic surfaces, with emphasis on the noise generated by such interactions. Also dedicated to basic studies of the fundamental properties of turbulent flow. Areas of interest include measurements of the structure of turbulent flames, direct numerical simulation of free shear flows, and use of topological methods for interpretation of complex three-dimensional vector fields.

Aerospace Robotics:

Involves creation of experimental systems for developing advanced robot systems and new control techniques with applications to free-flying space robots, to undersea and air systems, to mobile ground robots, and to industrial automation. Basically an interdepartmental program, with specific application into aerospace.

Aircraft Aerodynamics and Design:

Basic research in applied aerodynamics and aircraft design. Work ranges from the development of computational and experimental methods for aerodynamic analysis to studies of unconventional aircraft concepts and new architectures for multidisciplinary design optimization. Involves studies of unusual aircraft configurations and novel flight control concepts.

Turbulence Simulations:

It is a multidisciplinary research field to develop new turbulence models and associated numerical simulation methodologies that will enable a new paradigm for the design of advanced systems in which turbulence plays a controlling role. Research aims to develop simulation technology capable of dealing with systems as complex as a full jet engine and phenomena as complex as the plasma turbulence of a Hall thruster.

GPS & Navigation:

Involved is studying and building systems for vehicle navigation and attitude determination. Since the GPS satellite navigation system became operational in 1993, there is increasing interest in an array of applications for this technology.

Guidance and Control:

Guidance and Control includes a wide spectrum of specialized research for making and testing novel instruments and control systems of extremely high precision. Applications include aerospace vehicle guidance and control, sensing instrument development and applications, internal combustion engine feedback for improved efficiency and reduced pollution, robotics for manufacturing and operations in space, precision engineering and fabrication, and ultra-precision machine tool design and development.

Hybrid Systems:

Hybrid Systems Research involves designing algorithms for the analysis and control of complex aerodynamic systems. Research ranges from systems design and control for the next generation of Air Traffic Systems, through the development of algorithms for automatic flight-mode switching in flight management systems, to the design and control of a team of Unmanned Aerial Vehicles.

Structures and Composites:

Research encompasses composite structural design, including vibration, stability, impact damage, and environmental effects; biological applications of composites; grid structures; composites in sports equipment; composite manufacturing; fiber optic and piezoelectric sensors; structural health monitoring; and smart structures.

Small sailboats are ideal for learning to sail -much better than a bigger boat because things happen quicker, and you learn to respond to changes in the wind and sea. I recommend that anyone interested in sailing starts with a small sailboat.

Among wooden small sailboats are the Mirror, Streaker and GP14 all designed by Jack Holt, while the Topper, Lasers and Yamaha small sailboats are all fiberglass. There is a whole range of small Laser sailboats. Waverleys were made from plywood in the early days, but are now all fiberglass. Most 420s and 470s are fiberglass.

Centerboard or dagger board

Because small sailboats are usually launched from the beach, you need a retractable keel, so and all have centerboards or dagger boards – these are types of lifting keels. You need the keel to counteract the force of the wind which is trying to push the boar over. In a small boat, you have to lean out to counterbalance the force of the wind when sailing to windward. Sailing to windward is when are at an angle of about 45 degrees to 75 degrees from the wind.

The dagger board is a keel that is just raised or lowered by hand, being pushed down or pulled up vertically in its housing in the small sailboat. It is very simple, and is usually held in position by a pin – fully up when running before the wind, maybe halfway down when the wind is on the aft quarter, and with it fully down when beating to windward.

A centerboard is a type of lifting keel used on most small sailboats. It pivots in a housing, and has an lever projecting from the top end. When the centerboard is raised, the lever is right forward and you pull it back to lower it – with this arrangement, you can have as much of the centerboard lowered as you like, moving the lever to any point from fully up to fully down.

The reason that the position of the centerboard or dagger board is important is that these small sailboats are used mostly for racing, and you want the maximum performance you can get. If you are just going out for a sail in a small sailboat, leave the centerboard fully down except when you come back to the beach, or of course if you run aground.

Small sailboats are a lo to fun to sail, cost little, are robust, and as they are kept out of the water require very little maintenance. The Lasers, Streakers and Europa are among those that have ‘cat’ rigs – just one sail, like a mainsail on a normal Bermudian rig. They can still sail very fast, and can be sailed easily single-handed. They are used for single-handed racing.

Most other small sailboats have a Bermudian rig, usually with a small jib and fairly large mainsail. The exception is the Mirror Dinghy which has a gunter rig – the mainsail is hoisted up the mast and a spar that goes almost vertically from the top of the mast. The shape of the sails is almost the same as the Bermudian, but this rig was chosen because the mast is shorter making the boat easier to store at home and transport to the water.

Small sailboats come is all sizes, shapes and weights. Some are built with a gaff rig, some with the gunter rig, some with cat rigs, and most with Bermudian rigs – there are even some with two masts, each with a cat rig.

The great thing about small sailboat is that you can take it from the boat store or from your home to the shore easily and launch it single handed. This hardly takes any time – and then you are sailing. Mostly, small sailboats are used for racing, or for short cruises of a couple of hours, but some people have cruised across oceans in modified small sailboats like the Waverley and Drascombe.

So if you want to get a sailboat and have limited funds – or no experience – I recommend you buy a small sailboat.

Yacht crew health insurance appreciates the hazards and risks involved in a life separated by numerous leagues from the facilities of the mainland. The marine crew health insurance policies on offer make sure that this distance does not come in the way of rendering optimal emergency medical assistance to the mariner in times of crises.

The marine crew insurance is available to mariners of any country, provided they are deployed outside national limits during the initiation of policy coverage. These policies offer vital medical services to the insured like emergency hospitalization, medication and medical attention. The policy also defrays necessary expenses as charged by the physician for rendered therapeutic and pharmaceutical treatments.

A host of ancillary services of essential nature are also provided by the yacht crew health insurance policy. These include local medical transport units, oxygen administrations and life-support units. The policy also defrays charges necessitated by engagement of intensive care units to facilitate emergency treatments (when prescribed).

An marine crew insurance policy might execute a thorough inspection of the vessel for potentially dangerous flaws and manufacturing defects. This is done to ensure the safety of the marine crew members while the vessel in sea-borne. The insurance policy does not distinguish between types of vessels while offering the mariner’s insurance coverage. However, some policies may have particular supplementary coverage options for mariners using a sailboat.

Numerous marine crew health insurance policies offer supplementary accident benefits to the insured mariner which excludes the pre-determined coverage value. Marine crew health insurance policies also assume the responsibility to defray charges of prescribed mental and neural treatments as afforded by the insured.

The yacht crew health insurance draws support from the underwriting services of globally respected insurance establishments. This ensures unmatched transparency and fidelity in the process of reimbursement and claims settlement. The policy also entails a global network of active telecom support exclusively dedicated to offer vital assistance to insured mariners.

The marine crew insurance also facilitates emergency medical evacuations and rescue, re-transportation and repatriation of mortal remains. With so many essential services offered at extremely affordable rates, it’s little wonder that the marine crew health insurance has become an integral component of marine life.

The weather is usually good for sailing (Location catamaran) in November, when some sailboats cruise to Bermuda. This island chain is nowhere near the southern trade winds, however historical records on nautical records show that the wind can arise from any region. If you’ll be crossing the Gulf Stream, check the weather carefully before sailing to miss being grabbed by a northerly wind, which may produce steep currents that are nauseating and can become troublesome. In the famous Newport-Bermuda sail race in June of even years, almost 200 fast boats made the journey in 3 days, depending on the currents. In odd-numbered years the Marion-Bermuda race is a more relaxed competition for cruising boats.

A British territory, Bermuda offers much to cruising sailing enthusiasts. The city of Hamilton boasts the Royal Bermuda Yacht Club and has a quality large harbor full of all types of boats. On the other side of Bermuda, the lesser city and harbor of St. George’s are home of the St. George’s Dinghy and Sports Club. Both clubs and both harbors have fantastic facilities for traveling cruisers. Boat manufacturers, and other businesses abound.

With around 20 square miles of land spread over numerous closely placed islands, Bermuda hosts a stable population of about 66,000. The economy is healthy and the locals friendly, and even low income neighborhoods are well kept and make for pleasant visiting everywhere. The subtropical climate keeps the island warmer in the winter and cooler in the summer. Beautiful beaches of pink sand seem to be everywhere, and coral reefs make for good snorkeling, although the ocean is cooler than in the Caribbean.

With so many boats traveling there from so many other areas, Bermuda has amazing procedures for assisting with sailing and arrival. Mariners should have high quality charts to avoid the plentiful reefs surrounding the island chain, especially on the northern side, but Bermuda Harbor Radio is easily reached on the VHF and should help guide you in. Customs must be cleared first in St. George’s Harbor, customs is well marked and illuminated for day entry. You enter the harbor through a thin jagged cut that seems very small even for a medium sized boat, but concerns about squeezing through soon turn to embarrassment when you see a large cruise ship make the same passage.

Genuine passion for boating is what drives most people to purchase their very own watercraft. Boats can be a hobby, a way to escape daily routine or simply a fun place to relax with your friends. And the greatest thing about boats is that they can take you anywhere you want. A boat can provide excellent leisure activities for you and your friends alike. If you’re also passionate about swimming and like to explore the new locations you’re traveling to, a boat lift is a must have. TNT Lift Systems produces high quality tender lifts, marine lifts that will blend in completely with the design of your vessel.

With so many different types of boats available today, there’s no wonder why tender lifts come in all shapes and sizes. TNT Lift Systems manufactures and designs marine lifts to suit all boat types and dimensions. The bikini lift category has been specially developed to lift people quickly and safely out of the water. Bikini lifts are compatible with boat sizes of up to 35 feet and can be easily equipped. Furthermore, boat lifts keep you at a safe distance from the propeller blades to avoid any accidents. Bikini lifts can lift weights of around 500 pounds from the water, without tilting or suffering any damage.

If your boat is larger than 35 feet, sport lifts and ultra lifts offered at tntlifts.com will blend in perfectly. These lifts move away from the boat and are able to fit any type of transom. Customized tender lifts for recessed transoms, large yachts and sailboats are also available. A professional engineering team is prepared to design a lift that will fit your vessel perfectly. The style of your boat will not be affected by equipping a tender lift – on the contrary, boaters have declared that a lift will complement any vessel’s design.

There are many different types of boats available on the market today. It all depends on the investment you’re willing to make in your new watercraft. Small sized boats can tender lifts just as well as the larger ones. The important thing is to find a reliable boat lift supplier, which knows exactly what blends in with your vessel. With over 6000 TNT lifts in use worldwide, TNT Lift Systems is a leading global marine lifts manufacturer and designer, dedicated to providing only state-of-the-art products.