 2005-08-10 07:56:46
|
Post #51
回复： 帆船航行的原理
|
 原子弹
|
大于60度升力小，风阻力大。顺风航行，是风阻力的作用（球帆）。 
|
|
2005-08-10 22:12:59
|
Post #52
回复： 回复： 帆船航行的原理
|
|
wanadoo
|
爱立信 wrote: 应该考虑往这边靠拢。 ---------------------------------------- |
|
2005-08-11 09:39:34
|
Post #53
回复： 帆船航行的原理
|
|
原子弹
|
季风系统 
|
|
2005-08-11 15:13:53
|
Post #54
回复： 帆船航行的原理
|
|
原子弹
|
sail arrangement 
|
|
2005-08-13 08:19:20
|
Post #55
回复： 帆船航行的原理
|
|
原子弹
|
Time period Large GM, short period, roll quick. Crew feel not comfortable. High density cargo (ore) bulk carrier. Small GM, tender, unstable Happy medium, 6 – 8 second. 附件 |
|
2005-08-16 08:13:29
|
Post #56
回复： 帆船航行的原理
|
|
原子弹
|
the extreme fore and aft length of a ship measured from the foremost point of the stem to the aftermost point of the stern; commonly abbreviated as LOA lightweight, the weight of a ship complete with outfit and propulsion machinery, and ready for sea but without fuel, fresh water, stores, provisions, passengers or cargo on board Dead weight ton, total weight of cargo, stores, fuel and water needed to submerge a ship from her light draught to her maximum permitted draught; it is given by the difference between the load displacement and light displacement (also known as lightweight); DWT for short |
|
2005-08-16 10:47:58
|
Post #57
回复： 帆船航行的原理
|
|
原子弹
|
IMO International maritime organization United Nations agency In 1948 an international conference in Geneva adopted a convention formally establishing IMO (the original name was the Inter-Governmental Maritime Consultative Organization, or IMCO, but the name was changed in 1982 to IMO). SOLAS IMO's first task was to adopt a new version of the International Convention for the Safety of Life at Sea (SOLAS), the most important of all treaties dealing with maritime safety. This was achieved in 1960 and IMO then turned its attention to such matters as the facilitation of international maritime traffic, load lines and the carriage of dangerous goods, while the system of measuring the tonnage of ships was revised. |
|
2005-08-18 07:57:55
|
Post #58
回复： 帆船航行的原理
|
|
原子弹
|
MARPOL The most important of all these measures was the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). It covers not only accidental and operational oil pollution but also pollution by chemicals, goods in packaged form, sewage, garbage and air pollution. IACS International Association of Classification Societies 11 members a Non-Governmental Organization which was granted Consultative Status with IMO in 1969. |
|
2005-08-19 09:05:06
|
Post #59
回复： 帆船航行的原理
|
|
原子弹
|
flag State All ships must be surveyed in ordered to be issued certificates which establish their seaworthiness, type of ship, and so on and this is the responsibility of the flag State of the vessel. However, the flag State ("Administration") may "entrust the inspections and surveys either to surveyors nominated for the the purpose or to organizations recognized by it" (SOLAS Chapter 1, regulation 6). |
|
2005-08-23 08:09:29
|
Post #60
回复： 帆船航行的原理
|
|
原子弹
|
Panamax ship size with the maximum dimension capable of transiting the Panama Canal; Maximum beam 32.3 m maximum draught 12 m fresh water equivalent to 55,000 dwt |
|
2005-08-23 22:39:58
|
Post #61
回复： 回复： 帆船航行的原理
|
|
Trawler
|
原子弹 wrote: This also "帆船航行的原理 "??? |
|
2005-08-24 07:57:12
|
Post #62
回复： 帆船航行的原理
|
|
原子弹
|
这是航海常识。当你杨帆接近盐田港外锚地，看到的集装箱船是这一级的。4300TEU to 7000TEU. |
|
2005-08-25 13:27:47
|
Post #63
回复： 帆船航行的原理
|
|
原子弹
|
船泊航行时的阻力有摩擦阻力、漩涡阻力、兴波阻力、突出体阻力和空气阻力，各种阻力随着航速的增加而变大。 摩擦阻力与船泊水下船体表面积成正比. 突出体阻力和漩涡阻力是水下船体非流线体造成的. 帆船航行时,你的手,脚在水中会使航速降低很多. |
|
2005-08-27 09:52:30
|
Post #64
回复： 帆船航行的原理
|
|
原子弹
|
帆船之起源甚早，遠在8000年前，埃及尼羅河就已行駛一種水上工具，此種以蘆草為船體加上簡陋的帆，可說是現代帆船之祖， |
|
2005-08-27 09:53:06
|
Post #65
回复： 帆船航行的原理
|
|
原子弹
|
其後經改良成為帆槳型的埃及帆船，於是船隻的機動力，不在侷限於風力了。 
|
|
2005-08-27 09:53:56
|
Post #66
回复： 帆船航行的原理
|
|
原子弹
|
到了西元前二世紀，地中海各國基於經濟及國防的需要，而致力於帆船實用性的研究，製造出一種帆槳兼用的戰艦，在甲板下分隔成１至２層，各用鐵鍊栓了一群奴隸，在風力小或基於速度上的需要，則由奴隸們，搖槳吆喝前進，活動範圍達３６０度，可作任何方向航行。 |
|
2005-08-29 08:50:20
|
Post #67
回复： 帆船航行的原理
|
|
原子弹
|
而後由於海上貿易及交通的發達，帆船一再改良，於是側風４５度也能航行的羅馬商船，就應運而生。 ８到１１世紀，歐洲國家也製造一種帆槳型的貿易艦，性能相當好，據說此種船，在哥倫布之前，就已到過新大陸。 |
|
2005-08-30 07:56:35
|
Post #68
回复： 帆船航行的原理
|
|
原子弹
|
１６６０年英國查爾斯二世繼承王位時，人民呈獻一艘狩獵用船，名叫 ‘YACHT’成為今日遊艇的語源，在此之前，船隻都因實用性而製造，自YACHT誕生後，才開始有了遊樂用帆船，所以查爾斯就順理成章成為帆船界的始祖。 １８世紀英國及歐洲的王公富豪競相以帆船來誇耀顯示自我，成為一種風氣，帆船運動逐漸蓬勃，自第一家俱樂部在英國成立以後，俱樂部之組織，猶如雨後春筍似遍佈歐洲各地。俱樂部不僅提供活動，有的還兼辦比賽，其中歷史較久比較有名的有美洲盃及海軍大將盃。 |
|
2005-09-01 14:01:20
|
Post #69
回复： 帆船航行的原理
|
|
原子弹
|
海浪的常识 海浪有3维浪 （深海），2维浪 （近岸） 波高，波长（波峰之间的距离） 波的表面形状的传播，波速。 波能深海以1/2波速传播。 海浪为表面波 （海啸除外），1/2波长以下水深几乎不动，当海浪来时，你潜下（0.5米），浪滚过，对你几乎无作用。 |
|
2005-09-01 17:07:10
|
Post #70
回复： 回复： 帆船航行的原理
|
|
千岛湖
|
原子弹 wrote: 这个就是小水线面船的理论根据。。。 海啸是一种具有强大破坏力的海浪，它是由于海底地震造成的海地区水面突发巨大的涨落现象。这种波浪运动引发的狂涛骇浪，汹涌澎湃，它卷起的海涛，波高可达数十米。这种“水墙”内含极大的能量，冲上陆地后所向披靡，往往造成对生命和财产的严重摧残。海啸为长波，波长可达数百公里。海水运动具有很大能量，传播速度可达５００ｋｍ／ｈ，因能量集中，波高可达１０～２０ｍ以上，可造成巨大灾害。据海啸资料记载，世界７０％左右的海啸发生在太平洋沿岸地区。
千岛湖 于 2005-09-01 17:09:46 编辑
---------------------------------------- |
|
2005-09-02 08:34:40
|
Post #71
回复： 帆船航行的原理
|
|
原子弹
|
正如千岛湖所说，海啸由于海底地震，海岸或礁岛崩塌造成的。是整个海水的运动，对深海航行的船影响没近岸时大，近岸时水深变浅，能量聚积，形成潮汐一样的海流。 深圳见到的，通常的海浪是风成浪，为表面波。 波浪力与波浪传播方向横切面大小有关，当你推帆船出海，要保持船头迎浪，减少波浪力。 当你冲浪，要保持冲浪扳处于波浪传播方向，波峰前。此处，水体运动与波浪传播方向一致。 |
|
2005-09-07 08:15:35
|
Post #72
回复： 帆船航行的原理
|
|
原子弹
|
Weather The best way to deal with the weather is to simply be aware of it. A good thing to do before a day of sailing, is to listen to the radio or read the newspaper to get an idea of what the weather will be like in a given region. Pay particular attention to when a weather system is supposed to arrive. Never sail during a storm, especially a thunderstorm. Storms bring with them winds and gusts that beginner sailors will not be able to handle. Storms can be predicted, since they are characterized by a dark sky and the formation of large vertical clouds. The barometer is another indication of the expected weather. A falling barometer indicates possible rain or low pressure that may bring storms. A rising barometer indicates fair weather. |
|
2005-09-09 13:09:09
|
Post #73
回复： 帆船航行的原理
|
|
原子弹
|
Preparing to leave Before learning how to rig a Flying Junior there are some preliminary things to know. Stepping into a sailboat can be tricky. Dinghies are generally very prone to capsizing. Because of this it is important to do several things first. When getting into a Flying Junior make sure that both hands are free. When stepping into the boat, step as much into the center as possible. The center board should be lowered all the way, it can be left in this position for the day. The skipper should get in first, then as the crew steps in, the skipper will balance the boat appropriately. Never step on the edge of the boat, or jump into the boat. The position of the skipper (the individual who will steer the boat) and the crew (the individual who does not steer) are vital to sail safely. As shown in figure 18, the skipper should always be seated opposite the boom and it is the crews responsibility to balance the boat so that the hull is flat in the water. This is done to maximize the efficiency with which the boat moves through the water. |
|
2005-09-10 11:06:18
|
Post #74
回复： 帆船航行的原理
|
|
原子弹
|
兴波阻力 深水兴波图 浅水兴波图 
|
|
2005-09-10 12:20:12
|
Post #75
回复： 帆船航行的原理
|
|
逆鱼儿
|
真好！ 
---------------------------------------- |
本帖已锁定
本帖已锁定