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height:649.0pt'>
<p class=Body><span style='font-size:24.0pt;font-family:Verdana'>Auto-Flight<o:p></o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Body><span style='font-size:9.0pt;font-family:Verdana'>Thanks to
Michael Schacht for inspiration and the amazing graphics!<o:p></o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'>Proas are
uber-cool. They offer the most <span class=GramE>bang</span> for the buck,
they have least material stress of all multihulls, they have a super-cool
backstory—proas have been the fastest sailing craft on Earth for 500
years. Who wouldn�t want one?<o:p></o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'>Some of the
first Europeans to witness proas saw a bit of the �secret sauce� that makes
these boats so fast and so fun—�flying� proas. Let�s face <span
class=GramE>it,</span> flying a hull is a blast. The wetted surface drag is
reduced by a third. The wracking stresses and wave drag associated with two
hulls trying to react to out of sync waves; it all drops away in that surreal
few moments—dare we dream minutes<span class=GramE>?—</span>of
flying.<span style="mso-spacerun:yes"> </span>AOXOMOXOA dude!<o:p></o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Body><!--[if gte vml 1]><v:shapetype id="_x0000_t75" coordsize="21600,21600"
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</v:shape><![endif]--><![if !vml]><a href="autoflight_files/image001.png"><img
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hspace=9
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v:shapes="Picture_x0020_4"></a><![endif]><span style='font-size:12.0pt;
font-family:Verdana'>The risk remains though. Flying a hull is flying without
a safety net. There�s only a tiny addition in sail force between flying and
capsizing, and for most of us, that�s simply a leap too far. Flying a hull is
a little like lap dancing; it looks exciting, it</span><span lang=FR
style='font-size:12.0pt;font-family:Verdana;mso-ansi-language:FR'>�</span><span
style='font-size:12.0pt;font-family:Verdana'>s something you</span><span
lang=FR style='font-size:12.0pt;font-family:Verdana;mso-ansi-language:FR'>�</span><span
style='font-size:12.0pt;font-family:Verdana'>d maybe like to experience one <span
class=GramE>day��</span> but not today.<o:p></o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'>What if we
could automatically limit the flying hull�s altitude to some set height above
the water, and never higher—or lower? What if we had a magic box that
monitored hull flight all the time, yet let�s us actively sail the boat,
when, where and as hard as we like. Our box would automatically ease the main
sheet when we fly too close to the edge, yet follow our lead, bringing that
sheet right back in as the hull comes down. This box would be Ginger Rogers
to our Fred Astaire; we guide and she makes us look fabulous. Slow, slow,
quick <span class=SpellE>quick</span> <span class=SpellE>quick</span>.<o:p></o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'>Yeah, we�re
talking about computer control, actively measuring ride height then reacting
in split seconds to control side force from the rig to sustain and control
flight. We�ll need wave followers, we�ll need sensors and CPUs. We�ll need
actuators and power supplies. We�ll want both kinds of RAM—computer
memory and hydraulics. The system will be expensive to prototype and always
susceptible to salt water shorting, but boy oh boy, won�t it be fun? <o:p></o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'>OTOH, do we
really need all this stuff? <o:p></o:p></span></p>
<p class=Body><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Body><!--[if gte vml 1]><v:shape id="Picture_x0020_5" o:spid="_x0000_s1029"
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border=0 width=309 height=239 src="autoflight_files/image004.png" align=left
hspace=9 v:shapes="Picture_x0020_5"></a><![endif]><span style='font-size:
12.0pt;font-family:Verdana'>Could there perhaps be a purely mechanical
�computer� capable of getting this job done? Most autopilots today are
electronic computing works of genius, but once upon a time—and for
hundreds of years—sheets were lead to tillers and the feedback
loop/programmer�s wishes couple which defines �computer� steered our boats
across the world�s oceans. Can we maybe pull this off for controlling flight?<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>There are
a number of ways to sense when the hull is flying. Historically we�ve
measured the angle of heel or the length of time a sound pulse takes to
bounce off the water, <span class=SpellE>etc</span>, but we can do better
than that—we can <span class=GramE>mechanically<span
style="mso-spacerun:yes"> </span>measure</span> the hull�s proximity to
the water surface directly; a simple flapper mounted near the ama will either
be deflected back when immersed, or flop straight downwards when in flight.
We can take this binary �wet-or-dry� signal and determine precisely when the
hull is flying. Better yet, we can make the sensor narrow and deep, then bias
it so that it is deflected more when deeply immersed <span class=GramE>and<span
style="mso-spacerun:yes"> </span>less</span> as it is withdrawn from
the water. Now we can accurately sense the nearness of the surface—we
gain veneer control, and can automatically find and maintain a nuanced ride
height, rather than senselessly banging the system on-off-on-off as the hull
leaves the water.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>So
there�s our sensor. But wait, the actuator is easy, too. Let�s balloon our
narrow, deep flapper up to a useful size and cause it to react to its own
output. Rotate the flapper ~90 degrees and pivot it on a longitudinal axis. </span><span
class=SpellE><span class=GramE><span lang=IT style='font-size:12.0pt;
font-family:Verdana;mso-ansi-language:IT'>Imagine</span></span></span><span
class=GramE><span lang=IT style='font-size:12.0pt;font-family:Verdana;
mso-ansi-language:IT'> </span><span style='font-size:12.0pt;font-family:Verdana'>it
as one blade of a wind turbine pointing straight down and with its fulcrum on
the aka</span></span><span style='font-size:12.0pt;font-family:Verdana'>. Now
imagine a second arm opposite the blade, a simple round shaft this time,
pointing straight up. (Visualize a canoe paddle mounted vertically and set
edge-on to the water flow, for instance)<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>Now, rather
than acting as a simple stalled paddle sensor at 90 degrees, our flapper has
become a proper foil, creating a variable and potentially large side
force—perpendicular to the boat�s course—anytime the ama is in
the water and the system is switched on. When the ama flies, the force goes
to zero as the foil is withdrawn by the ama�s flight. This foil�s AoA might
adjustable in order to tune the system, but might also be fixed during actual
automatic flight—might be permanently set to zero; using the boat�s own
leeway to create the effective AoA.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><!--[if gte vml 1]><v:shape id="Picture_x0020_6" o:spid="_x0000_s1028"
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</v:shape><![endif]--><![if !vml]><a href="autoflight_files/image005.png"><img
border=0 width=309 height=239 src="autoflight_files/image006.png" align=left
hspace=9 v:shapes="Picture_x0020_6"></a><![endif]><span style='font-size:
12.0pt;font-family:Verdana'>Mount this, for instance, on one aka mid-way
between ama and main hull, and allow it to rotate perhaps 45 degrees, so that
now we have a powerful lever, ready to do some real work. Importantly, our
grown-up little flapper still has its ability to sense the nearness of the
water�s surface, so we�ve retained the veneer control that softens our final
output.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>To put
numbers to it, consider a foil of 6� chord by 20� deep, at rest. Taper the
bottom 1/2 of that span, from full chord to perhaps an inch, in order to
attenuate the force as the foil is lifted out of the water by the ama�s
flight. This foil will be about 100 <span class=SpellE>sq</span> inches, and
at rest, <span class=GramE>it�s</span> CLP is about 8� below the water�s
surface. At 8.5 <span class=SpellE>kts</span> boat speed and with a foil
working at a lift coefficient of 1.0, we will generate about 1.5 <span
class=SpellE>lbs</span> lift per square inch of foil area. So we�re going to
generate about 150 <span class=SpellE>lbs</span> of force from our actuator,
and, taking its fulcrum on the aka at perhaps 2� above the foil�s CLP, we�ve
got <span class=GramE>a whopping</span> 300 <span class=SpellE>ft-lbs</span>
of torque to work with. If we extend our lever arm the same 2� above the
fulcrum and allow it to work through +/- 45 degrees of swing, we�ve got an
actuator force of 150 <span class=SpellE><span class=GramE>lbs</span></span><span
class=GramE>,</span> over about a 3� total throw. Full throw in the space of
one second would be equivalent to 1.5 horsepower, at 90 degrees per second or
15 rpm. Pretty torquey, which is just what we want. The force curve won�t be
quite linear, assuming we use a straight rather than a quadrant lever arm.
The force will be about 30% higher near the ends of the throw, 150 <span
class=SpellE>lbs</span> only near the middle of the range. <o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>We should
note that these forces <span class=GramE>will</span> diminish, rapidly, if
the control force is asked to act very quickly. For a control movement
requiring the same velocity as the boat for instance (14 <span class=SpellE>ft</span>/second
in our example), angle of attack of the foil will be nearly halved, and
resultant force nearly halved as well. Similarly, if the boat speed is
halved—or doubled—the actuator force reacts to the square of that
change<span class=GramE>;</span> 1/4 as large at half speed, and 4X as large
at double. That�s 600 <span class=SpellE>lbs</span> of force at 17 <span
class=SpellE>kts</span> boat speed. Lots of available horsepower, but
clearly, we will want to reduce power at times as well.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
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</v:shape><![endif]--><![if !vml]><a href="autoflight_files/image007.png"><img
border=0 width=309 height=239 src="autoflight_files/image008.png" align=left
hspace=9 v:shapes="Picture_x0020_7"></a><![endif]><span style='font-size:
12.0pt;font-family:Verdana'>What to do with this actuator power? The most
effective way to vary a sailing rig�s force is to sheet it in or out. There
are other ways, but sheeting in and out is effective and intuitive—it�s
the way we �throttle� our sails everyday. It�s helpful if the control force
causes a reasonably linear change in sail force—we�d like the first 6�
of boom movement to have approximately the same effect as the next 6�, and
the next and so on. As designed, this system is relatively tolerant of
variation, but as with any automated system it�s helpful to match the
actuator�s power curve to the load�s curve. It is absolutely necessary that
the one never falls below the other—we must have excess available
power, compared to required power at all times. Our system is biased towards
excess power, so imbalances shouldn't be <span class=GramE>show-stoppers</span>,
but an overly sensitive rig, for instance, may cause the system to be
twitchy. An insensitive rig may cause the system to �hunt� around <span
class=GramE>it�s</span> equilibrium point—or reach the limit of its
throw without sufficient effect to do its job.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>For these
reasons, the main sheet should be double-ended so the pilot can choose the
most effective range of boom movement for instant conditions and for his
boat. One end is actuated by the auto-flight system and the other end is in
the pilot�s hands, or cleated nearby. The pilot can now �fine tune� the
automatic system just by sheeting in or out to find the best range of boom
travel for automatic flight under the current course and speed. This can be
done with the flight system turned on, with the effect adjusted as he sails.
Importantly, the double-ended sheet also allows the pilot to over-ride the
automatic system, instantly and in real time.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>When the
pilot is satisfied with the gadget�s performance, he can cleat off the main
sheet at his end and the auto system continues to control flight. Magic!
Increasing the boat�s righting moment (moving to windward for instance) will
cause the automatic system to call for more power to maintain flight
altitude, thus increasing boat speed. Moving to leeward will cause the system
to call for less power, slowing the boat. The ama flight altitude remains
unchanged and the pilot continues to set course wherever he likes, and to
adjust the mainsheet to keep the rig fully powered on whatever course is
selected. He can dump the sheet on a moment�s notice, the ama will splash
down and the boat will stop, as normal. This needn�t be accompanied by
inactivating the automatic system; simply dumping the sheet will free the
main, the auto system instantly becomes ineffective and the system
self-deactivates as it reaches the end of its throw. Recovery and
reactivation are just as simple—the pilot sheets in his end of the
mainsheet and he�s off again, all systems nominal.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>Alternative
Arrangements<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>A
pivoting (canting) daggerboard or leeboard can be fitted to the ama,
replacing all the hardware above. This board only needs to be large enough
for the auto-flight <span class=GramE>system,</span> the boat will still need
a leeway preventer, as this board is providing little side force while the
ama is flying.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>The
entire ama may be designed to pivot/cant where it connects to the aka, making
the simplest system of all. The ama can be asymmetric, or have a fixed
daggerboard, etc. Bias on such a system can be either via gravity or via
mounting the windward shroud in such a way that it biases the ama�s rotation
in the direction needed.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>Engagement/operating
procedure:<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default style='margin-left:.25in;text-align:justify;text-justify:
inter-ideograph;text-indent:-.25in;mso-list:l0 level1 lfo2'><![if !supportLists]><span
style='font-size:12.0pt;font-family:Symbol;mso-fareast-font-family:Symbol;
mso-bidi-font-family:Symbol'><span style='mso-list:Ignore'>�<span
style='font:7.0pt "Times New Roman"'> </span></span></span><![endif]><span
style='font-size:12.0pt;font-family:Verdana'>Place foil in fulcrum clamp and
set AoA to zero. <o:p></o:p></span></p>
<p class=Default style='margin-left:.25in;text-align:justify;text-justify:
inter-ideograph;text-indent:-.25in;mso-list:l0 level1 lfo2'><![if !supportLists]><span
style='font-size:12.0pt;font-family:Symbol;mso-fareast-font-family:Symbol;
mso-bidi-font-family:Symbol'><span style='mso-list:Ignore'>�<span
style='font:7.0pt "Times New Roman"'> </span></span></span><![endif]><span
style='font-size:12.0pt;font-family:Verdana'>Test sail to confirm that the
foil force is zero. Rotate the foil shaft at its fulcrum by hand so it moves to
the limit of its travel (failure to do this may cause the foil to do so
itself, quickly and forcefully as soon as AoA is altered—beware!) <o:p></o:p></span></p>
<p class=Default style='margin-left:.25in;text-align:justify;text-justify:
inter-ideograph;text-indent:-.25in;mso-list:l0 level1 lfo2'><![if !supportLists]><span
style='font-size:12.0pt;font-family:Symbol;mso-fareast-font-family:Symbol;
mso-bidi-font-family:Symbol'><span style='mso-list:Ignore'>�<span
style='font:7.0pt "Times New Roman"'> </span></span></span><![endif]><span
style='font-size:12.0pt;font-family:Verdana'>Be certain you have rotated the
foil and shaft to the proper stop—the shaft should be near the ama and
the foil near the main hull. Be careful to set the AoA so that it drives the
foil shaft towards its stop and not the opposite.<o:p></o:p></span></p>
<p class=Default style='margin-left:.25in;text-align:justify;text-justify:
inter-ideograph;text-indent:-.25in;mso-list:l0 level1 lfo2'><![if !supportLists]><span
style='font-size:12.0pt;font-family:Symbol;mso-fareast-font-family:Symbol;
mso-bidi-font-family:Symbol'><span style='mso-list:Ignore'>�<span
style='font:7.0pt "Times New Roman"'> </span></span></span><![endif]><span
style='font-size:12.0pt;font-family:Verdana'>Adjust the foil shaft in its
clamp to give positive AoA—try somewhere near 10 degrees, test amount
of force created by attempting to lift foil stock from <span class=GramE>it�s</span>
stop while sailing. Adjust AoA to suit and tighten the clamp.<o:p></o:p></span></p>
<p class=Default style='margin-left:.25in;text-align:justify;text-justify:
inter-ideograph;text-indent:-.25in;mso-list:l0 level1 lfo2'><![if !supportLists]><span
style='font-size:12.0pt;font-family:Symbol;mso-fareast-font-family:Symbol;
mso-bidi-font-family:Symbol'><span style='mso-list:Ignore'>�<span
style='font:7.0pt "Times New Roman"'> </span></span></span><![endif]><span
style='font-size:12.0pt;font-family:Verdana'>Attach one end of mainsheet to
the foil shaft, while still against its stop.<o:p></o:p></span></p>
<p class=Default style='margin-left:.25in;text-align:justify;text-justify:
inter-ideograph;text-indent:-.25in;mso-list:l0 level1 lfo2'><![if !supportLists]><span
style='font-size:12.0pt;font-family:Symbol;mso-fareast-font-family:Symbol;
mso-bidi-font-family:Symbol'><span style='mso-list:Ignore'>�<span
style='font:7.0pt "Times New Roman"'> </span></span></span><![endif]><span
style='font-size:12.0pt;font-family:Verdana'>Place crew where you want them
while flying the ama.<o:p></o:p></span></p>
<p class=Default style='margin-left:.25in;text-align:justify;text-justify:
inter-ideograph;text-indent:-.25in;mso-list:l0 level1 lfo2'><![if !supportLists]><span
style='font-size:12.0pt;font-family:Symbol;mso-fareast-font-family:Symbol;
mso-bidi-font-family:Symbol'><span style='mso-list:Ignore'>�<span
style='font:7.0pt "Times New Roman"'> </span></span></span><![endif]><span
style='font-size:12.0pt;font-family:Verdana'>Sheet in with the opposite end
of the main sheet, maintaining appropriate sail shape, until the foil shaft
comes up from its stop and stands approximately midway through its available
throw.<o:p></o:p></span></p>
<p class=Default style='margin-left:.25in;text-align:justify;text-justify:
inter-ideograph;text-indent:-.25in;mso-list:l0 level1 lfo2'><![if !supportLists]><span
style='font-size:12.0pt;font-family:Symbol;mso-fareast-font-family:Symbol;
mso-bidi-font-family:Symbol'><span style='mso-list:Ignore'>�<span
style='font:7.0pt "Times New Roman"'> </span></span></span><![endif]><span
style='font-size:12.0pt;font-family:Verdana'>The ama should immediately fly,
raising the foil until its tip nears the water surface, then the foil shaft
should automatically and immediately sheet the boom out a bit, maintaining
flight with the foil tip submerged a few inches. The depth of submersion
depends on the force needed to maintain precisely the correct sheet tension
for conditions, and will likely trend up and down a few inches during flight.<o:p></o:p></span></p>
<p class=Default style='margin-left:.25in;text-align:justify;text-justify:
inter-ideograph;text-indent:-.25in;mso-list:l0 level1 lfo2'><![if !supportLists]><span
style='font-size:12.0pt;font-family:Symbol;mso-fareast-font-family:Symbol;
mso-bidi-font-family:Symbol'><span style='mso-list:Ignore'>�<span
style='font:7.0pt "Times New Roman"'> </span></span></span><![endif]><span
style='font-size:12.0pt;font-family:Verdana'>If the ama flies with the foil
tip clear of the water, the foil should immediately rotate to its opposite
stop, dumping the mainsheet to the limit of its throw and lowering both the
ama and the foil back into the water. Do not take this slack up with the
opposite end of the sheet or you risk capsizing, as you�ll have compromised
the system�s ability to sheet out.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>Notes:<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>It is
entirely possible to capsize the boat with this gadget. This shouldn't happen
while the system is functioning properly, and most system failures will be
fail-safe, depowering the system, but as described, there is no defense
against incorrect or reversed settings, jammed components or accidental
obstruction by the crew. For this reason it is NOT recommended for
application to boats larger than can be safely capsized and re-righted by its
crew in deep water, unless and until the gadget is thoroughly sorted. It is
easily possible to design and rig limiters, stops and lockouts to render the
system �fool-resistant� but thorough knowledge of the system—via
practice—<span class=GramE>is</span> critically important. <o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><!--[if gte vml 1]><v:shape id="Picture_x0020_8" o:spid="_x0000_s1026"
type="#_x0000_t75" href="autoflight_files/image009.png" style='position:absolute;
margin-left:0;margin-top:0;width:307pt;height:237pt;z-index:251663360;
visibility:visible;mso-wrap-style:square;mso-width-percent:0;
mso-height-percent:0;mso-wrap-distance-left:9pt;mso-wrap-distance-top:0;
mso-wrap-distance-right:9pt;mso-wrap-distance-bottom:0;
mso-position-horizontal:left;mso-position-horizontal-relative:text;
mso-position-vertical:top;mso-position-vertical-relative:line;
mso-width-percent:0;mso-height-percent:0;mso-width-relative:page;
mso-height-relative:page' o:allowoverlap="f" o:button="t">
<v:fill o:detectmouseclick="t"/>
<v:imagedata src="autoflight_files/image009.png" o:title=""/>
<w:wrap type="square"/>
</v:shape><![endif]--><![if !vml]><a href="autoflight_files/image009.png"><img
border=0 width=309 height=239 src="autoflight_files/image010.png" align=left
hspace=9 v:shapes="Picture_x0020_8"></a><![endif]><span style='font-size:
12.0pt;font-family:Verdana'>Make all adjustments, except for an emergency
dump of the main sheet, slowly and in small increments until you know your
system. Do not auto-fly with the foil shaft near the end of its throw; there
must be sufficient available throw for the automatic system to dump the sheet
and de-power the main. This is easy to do with the �pilot end� of the
mainsheet. If the boat has multiple sails or multiple sails or masts, it is
necessary that the sail(s) connected to the system are sufficient to
power/de-power the flight altitude of the ama. It is perfectly acceptable to
control multiple booms and/or sails with a single auto-flight foil, so long
as there is enough power designed into the system.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>The
gadget can be successfully set up to deliver its power stroke either towards
or away from the main hull, depending on whether you use positive or negative
AoA at the foil fulcrum. There are consequences to which you choose; if the
power stroke is away from the boat, you can take the sheet directly from the
boom to the end of the foil <span class=GramE>shaft,</span> however, the net
force from the foil will be to leeward, fighting your daggerboard. In
addition the foil will be delivering its stroke while its CLP is moving
ever-closer to the main hull, incrementally decreasing the system�s
sensitivity to the ama�s altitude. If you set the power stroke towards the
boat, the foil compliments the daggerboard, but you will now need to take the
mainsheet through a turning block mounted to windward of the foil on the ama
or aka, then back to the boom. Providentially, the stroke is now taking the
foil closer and closer to the ama, increasing the system�s sensitivity to ama
altitude. For most applications it is therefore recommended to set the power
stroke towards the boat, and use the sheet extender and turning block. These
can be pre-rigged and preloaded with a bungee to keep them lying quietly on
the trampoline, ready for attachment.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'>The
gadget as illustrated is not designed to auto-shunt (or auto-tack if a
tacking boat), though it could be designed to do so. A tacking boat will
require two altitude control systems, one for each tack. The sheet lead(s)
will need careful thought and, likely, snatch blocks to reroute them during
the shunt/tack. The foil, symmetric or asymmetric, could be set permanently
to zero AoA, and deliver the necessary power stroke in both directions
without adjustment. In virtually all events, however, the mainsheet setting
during the maneuver will be at the �pilot end� of the double-ended sheet
while the auto-flight system is parked against its stop, so auto-shunting is
largely moot. Watch out for that foil shaft coming across the deck—it�s
every bit as dangerous as a gybing boom.<o:p></o:p></span></p>
<p class=Default><span style='font-size:12.0pt;font-family:Verdana'><o:p> </o:p></span></p>
<p class=MsoNormal><span style='font-family:Verdana'><o:p> </o:p></span></p>
</td>
</tr>
</table>
<p class=MsoNormal><span style='font-family:Verdana'><o:p> </o:p></span></p>
</div>
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