The photographs show modifications to Windrigger MK 2 the one-way proa described on pages 6 and 8, converting it into the flying proa Windrigger MK 3. The modifications were also directed to solving problems identified during trialling MK 2 including:
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Photograph 1 shows the trailering position of MK 3 - developed to overcome the launching problem. The proa is launched in this configuration, the sailrigs installed and then the outrigger is moved out to its sailing position.
This allows the proa to be launched and beached onshore with its spade-rudders rigged for sailing. Not shown is a removable strut used to tie together the hull and outrigger in the trailering position.
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Photograph 2 shows the bridgedeck structure built around two aluminium extrusions (as used on park benches) to increase structural strength and facilitate crew movement for ballasting and comfort. The two stubmasts are designed to support sailboard sailrigs as shown on previous pages.
The extrusions are fastened close to the mast supports to eliminate transferring via the hull, torque loads produced by sailforce and the flying the outrigger.
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Photograph 3 shows at the top end of the extrusions, scaffold clamps used to retain the outrigger in the sailing configuration. It also provides a simpler means unclamping the outrigger structure when operating the capsize recovery scheme illustrated on previous pages.
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Getting to this stage of development of MK 3 has taken a lot of effort - which is not evident when viewing these photographs. For example: trailering and launching the proa on its side required strengthening the side of the hull, building a trailer-mounted cradle to support the proa on lengthwise bearers and re-designing the trailer to carry the proa squew-wise (like an angled-flight deck on a aircraft carrier) so thst its weight is evenly distributed on the road wheels.
For further information - please e-mail me on smithvanaalst@bigpond.com