EPS@ISEP | The European Project Semester (EPS) at ISEP

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--- report [2015/06/16 15:07] – [7.2 Architecture] team5
+++ report [2015/06/25 14:12] (current) – team5
@@ Line 101: / Line 101: @@
 |NACA (NASA) | National Advisory Committee for Aeronautics |
 |NERC | National Environment Resource Council |
-|NIST | International System of Units |
+|NIST | National Institute of Standards and Technology |
 |NOC | National Oceanography Centre |
 |ɵ | Heel angle |
@@ Line 122: / Line 122: @@
 |S.W.O.T | Strengths, Weaknesses, Opportunities and Threats |
 |SAN | Styrene Acryrin |
+|SI | International System of Units |
 |${S_W}$| Wetted Surface Area  |
 |T| Draft |
@@ Line 156: / Line 157: @@
 - **Michael Jordan**
 ==== 1.1 Presentation ====
-Our team consists of six multinational, interdisciplinary student members who have undertaken the European Project Semester programme 2015 at the Instituto Superior de Engenharia do Porto otherwise known as ISEP. The programme commenced on the 23/02/2015 and it will last four months, finalising on the 26/02/2015. The semester is based on a group project, "Autonomous Sailing Boat".
+Our team consists of five multinational, interdisciplinary student members who have undertaken the European Project Semester programme 2015 at the Instituto Superior de Engenharia do Porto otherwise known as ISEP. The programme commenced on the 23/02/2015 and it will last four months, finalising on the 26/02/2015. The semester is based on a group project, "Autonomous Sailing Boat".
 The programme also offers additional classes such as Team building, Project Management, Communication, Marketing, Sustainability and Ethics & Deontology all of which are designed to aid the project completion.
@@ Line 204: / Line 205: @@
 The objective of this project is to build a boat that has the ability to store and collect data in a changing environment. The boat shall be able to stay in a prior defined area for a longer time (months). The environment can be any possible body of water such as ocean, lakes or river. The focus is to design a boat that is extremely stable and reliable when completing its various missions. It is key for the modular design of a control system that is adjustable for different sensors or even cameras. The sail shall consist of a rigid wing-sail and the boat shall not exceed the dimensions of 3 meters. Due to an easier navigation it only consists of one rudder. Furthermore we have to find different power supply solutions to ensure a constant functioning of all electrical components. Besides we will have to do a market research to find prospective clients and purposes that our boat will be able to fulfil. Our target is to design a boat that is, in respective to sustainability, environmentally friendly.
 ==== 1.5 Requirements ====
-There are a number of requirements that the boat must be adhered to:
+There are a number of requirements that the boat intend to adhered to:
-  * The boat has to withstand adverse environmental conditions while in operation.
+    * The boat has to withstand adverse environmental conditions while in operation.
-  * It must be unsinkable and retraceable if damaged.
+    * It must be unsinkable and retraceable if damaged.
-  * Backup motor system fro zero wind conditions.
+    * Backup motor system for zero wind conditions.
-  * Capable of venturing on missions for extensive periods of time.
+    * Capable of venturing on missions for extensive periods of time.
-  * The boat must comprehend and accommodate autonomous components such as sensors for wind, depth, current and location.
+    * The boat must comprehend and accommodate autonomous components such as sensors for wind, depth, current and location.
-  * Single rigid sail and single rudder boat.
+    * Single rigid sail and single rudder boat.
-  * The boat must operate in a certain area.
+    * The boat must operate in a certain area.
-  * Sustainable methods of power through the environment. (wind, solar, currents)
+    * Sustainable methods of power through the environment. (wind, solar, currents)
-  * A 1:1 scale model must be designed, **(1)** Styrofoam prototype **(2)** Final Product.
+    * A 1:1 scale model must be designed, **(1)** Styrofoam prototype **(2)** Final Product.
 **Comply with the following EU Directives:**
@@ Line 220: / Line 221: @@
     - Restriction of Hazardous Substances (ROHS) in Electrical and Electronic Equipment Directive ([[http://www.rohs.eu/english/index.html|2002/95/EC 2003-01-27]]);
-Mandatory adoption and use of the International System of Units ([[http://physics.nist.gov/cuu/pdf/sp811.pdf|The NIST International Guide for the use of the International System of Units]]).
+Mandatory adoption and use of the International System of Units (SI) ([[http://physics.nist.gov/cuu/pdf/sp811.pdf|The National Institute of Standards and Technology (NIST) International Guide for the use of the International System of Units (SI)]]).
 ==== 1.6 Functional Tests ====
 The model and final product will be subjected to a variety of tests to ensure its integrity in its requirements to for fill the desired roles of the client. The main tests that will be undertaken are buoyancy for the hull and lift on the sail. We are also going to test the boat as a whole to ensure these functional test cooperate to allow the boat to be fully functional. It is a necessity to have to check if all the used components are correctly positioned and assembled during these tests to avoid inaccurate data.
@@ Line 699: / Line 700: @@
 === 2.3.1  Hydrostatics  ===
-Hydrostatics considers the conditions of fluids in an equilibrium state, thus when fluid velocity is equal to zero. In these conditions the submerged surface area of the hull is put throughout to different pressures which are depended on the depth and the weight of the fluid. We will account the value of gravity as $9.807 \frac{ m }{s^2}$. A special case occurs while dealing with a hydrostatic condition, the acceleration and viscous terms are ignored, and pressure is only dependent on gravity and density due to zero flow or flow at constant velocity. The boat hull has forces applied from above and below. The force from above is gravity, forcing the boat down and vice versa from below is the force in an upwards direction. It is the upthrust created by a higher pressure at a greater depth and finally the weight of the boat is a factor.
+Hydrostatics considers the conditions of fluids in an equilibrium state, thus when fluid velocity is equal to zero. In these conditions the submerged surface area of the hull is put throughout to different pressures which are depended on the depth and the weight of the fluid. We will account the value of gravity as $9.81 \frac{ m }{s^2}$. A special case occurs while dealing with a hydrostatic condition, the acceleration and viscous terms are ignored, and pressure is only dependent on gravity and density due to zero flow or flow at constant velocity. The boat hull has forces applied from above and below. The force from above is gravity, forcing the boat down and vice versa from below is the force in an upwards direction. It is the upthrust created by a higher pressure at a greater depth and finally the weight of the boat is a factor.
 The equilibrium of a boat can be analysed in two steps. Firstly to understand the equilibrium in water, we describe the static equilibrium and from there onwards we will show what dynamic equilibrium means in relation to our autonomous sailboat. The equation defines that a submerged or floating object has two laws governed by a principle discovered in the third century. This is the Archimedes Principle, which is stating that:
@@ Line 1912: / Line 1913: @@
 We see our main potential customers in a "Business to Business"(B2B) relation with us. The main characteristics of a B2B market are explained in the following Figure:
-Figure {{ref>flabel79}} displays the main characteristics of business markets.
+Figure {{ref>flabel81}} displays the main characteristics of business markets.
 <WRAP centeralign>
-<figure flabel79>
+<figure flabel81>
 {{:bildschirmfoto_2015-03-26_um_17.24.01.png?300|}}
 <caption>Business markets [(TotalTimber)]</caption>
@@ Line 1923: / Line 1924: @@
 Despite the preexisting autonomous boat market, our purpose in this section is to identify potential costumers in different sectors of the market.
-  * Oil rigs and Oil companies. There's a variety of methods to find oil: Ships can use sensitive gravity meters to measure tiny changes in the earth's gravitational field that could indicate flowing oil, as well as sensitive magnetometers to measure tiny changes in the earth's magnetic field caused by flowing oil. They can detect the smell of hydrocarbons using sensitive electronic noses called sniffers. Finally, and most commonly, they use seismology, creating shock waves that pass through hidden rock layers and interpreting the waves that are reflected back to the surface.
+  * Oilrigs. In relation to this sector, our boat could help supervising offshore platforms by using cameras that are mounted to the boat. By doing this autonomously, one employee could monitor all different cameras on the boats at the same time. Today there are around 900 offshore oilrigs in Europe, most of these in the North Sea owned by British companies, and in Italy.[(Greenreport)]
-Our boat could be improved with several of this features to help finding oil.
-Figure {{ref>flabel80}}
-<WRAP centeralign>
-<figure flabel80>
-{{ :oil.png?direct&300 |}}
-<caption>Oil location [(DrillinwWorks)]</caption>
-</figure>
-</WRAP>
-Today there are around 900 offshore oil rigs in Europe, most of these in the North Sea owned by British companies, and in Italy.[(Greenreport)]
@@ Line 2298: / Line 2286: @@
 <WRAP box 500px center>
 ^ Component      ^ Cost    ^
-| Sail         | 150€ |
+| Sail         | approx. 1500€ |
 | Sensors & Camera| Dependent on customer |
-| Hull         | 150€ |
+| Hull         | approx. 800€ |
-| Keel         | 95€ |
+| Keel         | approx. 150 € |
-| Rudder         | 75€ |
+| Rudder         | approx. 100€ |
 </WRAP>
 </table>
@@ Line 2311: / Line 2299: @@
 The next part of the marketing mix is the promotion strategy. Basically the promotion is about transferring a statement towards the customer to create a certain knowledge, expectancy and desire to buy our product. The most common methodology to define this process is „AIDA“. This approach is about four main steps: **A**ttention, **I**nterest, **D**esire and **A**ction. These are the four phases that a customer has to go through to finally purchase the product.
 The **A**ttention part of the promotion channel used should implement an awareness of the product in the potential customers mind. The customer has to know that this product exists. Next **I**nterest means that our promotion is provoking a certain emotion and persuading the audience of the need to purchase that specific product. After this the **D**esire part tries to implement a desire to possess the product and finally takes **A**ction to buy it. Additionally to this we can state that in the modern marketing theory we see a growing impact of the fact of satisfaction. Marketing theory nowadays is also focusing on long term relationships and customer life time value which are the basis for sustainable business success.
-To enhance this, there are different ways for marketing communication explained in Figure {{ref>flabel100}}.
+To enhance this, there are different ways for marketing communication explained in Figure {{ref>flabel100}}. The source is the presentation of the marketing class at ISEP Spring 2015.
 Figure {{ref>flabel100}}
@@ Line 2317: / Line 2306: @@
 <figure flabel100>
 {{:bildschirmfoto_2015-04-03_um_10.04.58.png?300|}}
-<caption> Marketing Communication [(GrundlagendesMarketing)]</caption>
+<caption> Marketing Communication </caption>
 </figure>
 </WRAP>
@@ Line 2747: / Line 2736: @@
 ==== 6.7 Conclusion ====
 Summing up this chapter we see that there are various ethical dimensions that we need to take into consideration. On the engineering code of conduct aspect, we have implemented safe enviroments for our knowledgable associates, working in intensively researched areas while holding these employees to there actions in the work place. Secondly, the sales and marketing platform will perform honestly towards connections with the company, from suppliers to customers, holding our actions acccountable and operating to our statement in all advertisments. The academic ethical principles relies on our gathering of information which will always come from reliable sources which will be accounted for accordingly in the biliography. This also includes open-ware softwere and any other platforms which will be used in the development of the project. As the basis of our company we have implemented values for the interaction in the organisation itself and towards our environment. Adopting fully recycleable methods and astute intropective material choices to ensure a lower ecological footprint. Finally, the liability factor will adhere to standards developed internationally, from ISO and EU standards. We have included a warrenty policy for the product to assure customers confidence and recognition as a reliable company. The ethics is a vital sector for our project, which has been fully analysed to establish our companys ethos which was implemented by the group of highly focused and highly committed professionals.
 ===== 7 Project Development =====
 ==== 7.1 Introduction ====
-In this chapter we are going to document our progress in the project of the autonomous sailboat. The autonomous sailboat is required to mainly be a data collector that can autonomously navigate and fulfil its mission in a prior defined region. We take the requirements and objectives defined by our client LSA into account when designing our boat. All our solutions for these approaches, we will sum up regarding the best ways to build the hull, sail, rudder, mast , etc. Additionally, we defined functional tests that we will do when finishing the prototype, all our results will be displayed here in this chapter.
+In this chapter we are going to document our progress in the project of the autonomous sailboat. The autonomous sailboat is required to mainly be a data collector that can autonomously navigate and fulfil its mission in a prior defined region. We take the requirements and objectives defined by our client LSA into account when designing our boat. All our solutions for these approaches, we will sum up regarding the best ways to build the hull, sail, rudder, mast, etc. Additionally, we defined functional tests that we will do when finishing the prototype, all our results will be displayed here in this chapter.
 ==== 7.2 Architecture ====
 === 7.2.1 Initial Concept ===
-Our first idea was to focus on the Paralympics 2.4 model, which is stable and almost unsinkable, we produced a 3D model to see how we could modify it for our goals. However we quickly realised that it was so far from what we needed. It did not incorporate the required rigid wing-sail, thus using a standard soft sail and rigging which is to cumbersome for our design. This model is designed for racing in a determined waters and in a delimited short circuit and our boat has to be able to sail in every conditions for a long time, so we decided to rule out the idea. Figure {{ref>flabel110}} displays our first idea of a sailboat in a 3D Model.
+Our first idea was to focus on the Paralympics 2.4 model, which is stable and almost unsinkable, we produced a 3D model to see how we could modify it for our goals. However we quickly realised that it was so far from what we needed. It did not incorporate the required rigid wing-sail, thus using a standard soft sail and rigging which is too cumbersome for our design. This model is designed for racing in predetermined waters and in a delimited short circuit and our boat has to be able to sail in every conditions for a long time, so we decided to rule out the idea. Figure {{ref>flabel110}} displays our first idea of a sailboat in a 3D Model.
 <WRAP centeralign>
 <figure flabel110>
@@ Line 2765: / Line 2755: @@
 === 7.2.2 Secondary Concept ===
-The second concept on which the team considered all parameters of the design requirements. It was decided to focus on stability and precision when designing the hull, keel and rudder and experimentation when designing the rigid wing-sail. Our hull concept can be seen below, it has several features which compliment the requirements of our boat.
+The second concept on which the team considered all parameters of the design requirements. It was decided to focus on stability and precision when designing the hull, keel and rudder and experimentation when designing the rigid wing-sail. Our hull concept can be seen below, it has several features, which compliment the requirements of our boat.
 Figure {{ref>flabel111}} shows the drawing for the sailboat regarding our requirements and objectives including the rigid sail.
@@ Line 2777: / Line 2767: @@
 == 7.2.2.1 Hull and Keel ==
-The hull design was adopted from the variety of concepts which allow for the best possible design for our boat requirements, it was the teams decisions to use the lazer boat dimensions as a platform. The calculations in the following section will clarify these dimensions in accordance to the rigid-wing sail. The lazers boat will be purchased on the market, if we select another boat the success when combining both the sail and hull in the construction stage may differentiate.
+The hull design was adopted from the variety of concepts that allow for the best possible design for our boat requirements, it was the teams decisions to use the lazer boat dimensions as a platform. The calculations in the following section will clarify these dimensions in accordance to the rigid-wing sail. The lazers boat will be purchased on the market, if we select another boat the success when combining both the sail and hull in the construction stage may differentiate.
 Figure {{ref>flabel112}} demonstrates the blueprints taken from the 3D model regarding the Hull and Keel concepts.
@@ Line 2787: / Line 2777: @@
 </WRAP>
-The hull has design has been made to accommodate the stability requirements of the boat when in operation in unstable waters, the V hull design adds to this stability and control. Additionally the keel design is also there for the stability of the boat this is more advanced which considers the forces on the wing sail when selecting a depth for the keel. These calculations can be seen in the following section.
+The hull has design has been made to accommodate the stability requirements of the boat when in operation in unstable waters, the V hull design adds to this stability and control. Additionally the keel design is also there for the stability of the boat this is more advanced that considers the forces on the wing sail when selecting a depth for the keel. These calculations can be seen in the following section.
 Figure {{ref>flabel113}} shows this SolidWorks 3D model of the hull in different perspectives.
@@ Line 2813: / Line 2803: @@
 == 7.2.2.2 Rigid Wing-Sail ==
-After relying on our hull design to be taken from a lazer our concentration is now to develop a rigid wing sail which can be accommodated by a boat of this size. The lazer dimensions can be seen in the table below. The rigid wing has a structurally stable design with limited but not zero flexibility, our concept is to build a secure internal structure using spaced ribs and a vertical structural member too this we will apply a light, thin and strong material which acts as the skin or sail area. This skin is the initial part of contact with the environment and therefore must be correctly designed and finished layer to protect it from the ocean environment.
+After relying on our hull design to be taken from a lazer our concentration is now to develop a rigid wing sail, which can be accommodated by a boat of this size. The lazer dimensions can be seen in the table below. The rigid wing has a structurally stable design with limited but not zero flexibility, our concept is to build a secure internal structure using spaced ribs and a vertical structural member too this we will apply a light, thin and strong material which acts as the skin or sail area. This skin is the initial part of contact with the environment and therefore must be correctly designed and finished layer to protect it from the ocean environment.
 Figure {{ref>flabel115}} Wing concept.
@@ Line 2823: / Line 2813: @@
 </WRAP>
-The form of the wing has been defined in order to concentrate the maximum forces of the wind at the first 1/3 area from the base inline with the mast. Therefore we can guarantee that it will support all the forces applied by the environment both axial, torsional and bending moments. The increased inclination from the back of the wing has also reduced surface area and the top is shaped in this format to allow air contact of the wing while optimising the wind speed.
+The form of the wing has been defined in order to concentrate the maximum forces of the wind at the first 1/3 area from the base inline with the mast. Therefore we can guarantee that it will support all the forces applied by the environment axial, torsional and bending moments. The increased inclination from the back of the wing has also reduced surface area and the top is shaped in this format to allow air contact of the wing while optimising the wind speed.
 Figure {{ref>flabel116}} Centre of Pressure on Wing Geometry.
@@ Line 2860: / Line 2850: @@
 == 7.2.2.3 Ribs ==
-The ribs are the structural skeleton of the wing-sail, thus great care must be taken when designing such an important component. Vast amounts of research has been produced for the aviation industry, this lead us to the NACA 0012. This airfoil design is symmetrical and reasonably easy to produce initially coordinates were plotted on basic graph paper and later transferred to an Excel sheet where the figures could be analysed before being transferred to a 2D Model. Below we can see the initial plotted diagram and the coordinates of the NACA 0012 airfoil.
+The ribs are the structural skeletons of the wing-sail, thus great care must be taken when designing such an important component. Vast amounts of research has been produced for the aviation industry, this lead us to the NACA 0012. This airfoil design is symmetrical and reasonably easy to produce initially coordinates were plotted on basic graph paper and later transferred to an Excel sheet where the figures could be analysed before being transferred to a 2D Model. Below we can see the initial plotted diagram and the coordinates of the NACA 0012 airfoil.
 Figure {{ref>flabel120}} Plotted NACA 0012 Airfoil.
@@ Line 2878: / Line 2868: @@
 </WRAP>
-Once the coordinates had been validated they were transferred on to solidworks software, here the ribs were modified to accommodate the mast and I-Beam structural supports. The ability to modify the profile of the ribs was also an option below it can be seen that large amounts of material have been removed from the rib, this does lower stability but it also lowers the weight of the sail. The reduction in weight should produce a greater lift and enhance our sails performance while maintaining the structural efficiency. The rib geometry has also has changed to straight alignments to ease the manufacturing process of the sail. The remaining rib designs can be seen in **7.3.3 Final Wing & Boat Design** and under: {{::blueprints2.pdf|}}.
+Once the coordinates had been validated they were transferred on to Solidworks software, here the ribs were modified to accommodate the mast and I-Beam structural supports. The ability to modify the profile of the ribs was also an option below it can be seen that large amounts of material have been removed from the rib, this does lower stability but it also lowers the weight of the sail. The reduction in weight should produce a greater lift and enhance our sails performance while maintaining the structural efficiency. The rib geometry has also has changed to straight alignments to ease the manufacturing process of the sail. The remaining rib designs can be seen in **7.3.3 Final Wing & Boat Design** and under: {{::blueprints2.pdf|}}.
@@ Line 2985: / Line 2975: @@
   * Battery => Position: Base Rib
   * Navigating Lights => Position: Peak of Rigid-wing sail
-  * Actuator => Position: Central Beam of the Flap, offers most control.
+  * Actuator => Position: Central Beam of the Flap offers most control.
   * Wind Sensor => Position: Front Facing Beam
   * Servo Motor => Position: Central Rib of the Stabiliser
@@ Line 2997: / Line 2987: @@
 </WRAP>
-This electrical design will let us test the system under certain conditions and ensure our design can accommodate these electronic appliances in terms of positioning and connections. The black box stated in the schematic diagram above is delivered by the autonomous experts at LSA, this will be connected to the hull and deliver commands by acting as the control unit of our sailboat. The connection via these appliances will be WiFi or Bluetooth, which ever the client prefers.
+This electrical design will let us test the system under certain conditions and ensure our design can accommodate these electronic appliances in terms of positioning and connections. The black box stated in the schematic diagram above is delivered by the autonomous experts at LSA, this will be connected to the hull and deliver commands by acting as the control unit of our sailboat. The connection via these appliances will be Wi-Fi or Bluetooth, which ever the client prefers.
 ==== 7.3 Calculations ====
@@ Line 3012: / Line 3002: @@
 </WRAP>
-We assumed the hull as a rectangle to semplify calculations, and inserting basic measurements as length, height, beam and an approximative weight of 2400 kg for the boat, from this we could receive the Draft and the Impulse from further calculations.
+We assumed the hull as a rectangle to simplify calculations, and inserting basic measurements as length, height, beam and an approximate weight of 2400 kg for the boat, from this we could receive the Draft and the Impulse from further calculations.
 ===7.4.2 Dynamic Stability===
@@ Line 3024: / Line 3014: @@
 </WRAP>
-The calculation sheet above ensures stability of the boat where we have assumed a Centre of Gravity at at 0.4 metres from the base of the hull. We calculated the lift of the wing necessary to reach a resulting moment in the Centre of Gravity equal to zero. The value of lift is found to be 790N.
+The calculation sheet above ensures stability of the boat where we have assumed a Centre of Gravity at at 0.4 metres from the base of the hull. We calculated the lift of the wing necessary to reach a resulting moment in the Centre of Gravity equal to zero. The value of lift is found to be 790 N.
 === 7.4.3 Velocity of the Wind ===
@@ Line 3036: / Line 3026: @@
 </WRAP>
-Now that the lift of the wing has been found we can use this to achieve the maximum wind speed the boat may operate under. This was be found using the Lift Coefficient Equation.
+Now that the lift of the wing has been found we can use this to achieve the maximum wind speed the boat may operate under. This was found using the Lift Coefficient Equation.
 === 7.4.4 Fixing Centre of Gravity ===
@@ Line 3047: / Line 3037: @@
 </WRAP>
-To reach a stable boat it is fundamental to have a low centre of gravity, fixed as said above at 0.4 metres from the bottom of the hull. We used this value to calculate the weight of the wing. It can be seen to be 3 kilograms which is not great enough to produce with our budget and materials available. The distance between the hull and keel and the keel weight has been increased to 1m and 120 kg, which improved the sail weight to 12kg. This value is viable and available for the process and materials we will later select in the project development.
+To reach a stable boat it is fundamental to have a low centre of gravity, fixed as said above at 0.4 metres from the bottom of the hull. We used this value to calculate the weight of the wing. It can be seen to be 3 kilograms that is not great enough to produce with our budget and materials available. The distance between the hull and keel and the keel weight has been increased to 1m and 120 kg, which improved the sail weight to 12kg. This value is viable and available for the process and materials we will later select in the project development.
 === 7.4.5 Modifications and Conclusion ===
-We modified some datas from the initial model to reach a better results; we took height,beam,length and volume of Real Lazers to reach a more real result.
+We modified some data from the initial model to reach a better results; we took height, beam, length and volume of Real Lazers to reach a more real result.
-  * Assuming a hull length of $4.208 m$ a hull heigth of $0.379 m $, a beam hull of $1.34 m%$ we reach a volume of $ 0.931 {m}^{3} $ and a rectangle volume of $5.927 {m}^{3} $
+  * Assuming a hull length of $4.208 m$ a hull height of $0.379 m $, a beam hull of $1.34 m%$ we reach a volume of $ 0.931 {m}^{3} $ and a rectangle volume of $5.927 {m}^{3} $
   * Assuming a Sail weight of $16 kg$, hull weight of $59 kg$, keel and rudder of $100 kg $, and equipment weight of $50 kg$ we reach a total weight of $225 kg$.
@@ Line 3059: / Line 3049: @@
 <WRAP centeralign>
 \begin{equation}
-    Total  Weight = Sail + Hull + Keel + Rudder + Equipment= 59 kg + 100 kg + 50 kg = 225 kg.
+    Total Weight = Sail + Hull + Keel + Rudder + Equipment= 59 kg + 100 kg + 50 kg = 225 kg.
      \label{eq:totalweight}
 \end{equation}
@@ Line 3108: / Line 3098: @@
 <WRAP centeralign>
 \begin{equation}
-Impulse \times cos{(Angle\hspace{0.1cm} of\hspace{0.1cm} Attack)} \times Distance\hspace{0.1cm} beetween\hspace{0.1cm} Impulse\hspace{0.1cm} and\hspace{0.1cm} CG =  321.922 N\times m
+Impulse \times cos{(Angle\hspace{0.1cm} of\hspace{0.1cm} Attack)} \times Distance\hspace{0.1cm} between\hspace{0.1cm} Impulse\hspace{0.1cm} and\hspace{0.1cm} CG =  321.922 N\times m
          \label{eq:I1}
 \end{equation}
@@ Line 3116: / Line 3106: @@
 <WRAP centeralign>
 \begin{equation}
-Impulse \times sin{(Angle\hspace{0.1cm} of\hspace{0.1cm} Attack)} \times Distance\hspace{0.1cm} beetween\hspace{0.1cm} Impulse\hspace{0.1cm} and\hspace{0.1cm} CG = 485 N \times m
+Impulse \times sin{(Angle\hspace{0.1cm} of\hspace{0.1cm} Attack)} \times Distance\hspace{0.1cm} between\hspace{0.1cm} Impulse\hspace{0.1cm} and\hspace{0.1cm} CG = 485 N \times m
          \label{eq:I2}
 \end{equation}
@@ Line 3129: / Line 3119: @@
 </WRAP>.
-  * Assuming an height of the center of gravity of $0.4 m $ and an height of the centre of pressure of the wing of $ 1.2 m $, we reach a Lift of the wing given by Equation \ref{eq:Lwi}
+  * Assuming an height of the centre of gravity of $0.4 m $ and an height of the centre of pressure of the wing of $ 1.2 m $, we reach a Lift of the wing given by Equation \ref{eq:Lwi}
 <WRAP centeralign>
 \begin{equation}
@@ Line 3145: / Line 3135: @@
 </WRAP>.
-  * Utilizing a Hull Height of $0.37 m$, a Hull weight of $59 kg$, a Bulb weight of $100 kg$, a Sail Height of $2.4 m$, a distance beetween bottom of the hull and CG of $0.4m$, a distance beetween the centre of the hull and CG of $0.585 m$, a distance beetween the keel and CG of $0.6 m$, and a distance beetween the sail and the CG of $1.57 m$ we obtain a Sail weight of $16.232 kg$.
+  * Utilizing a Hull Height of $0.37 m$, a Hull weight of $59 kg$, a Bulb weight of $100 kg$, a Sail Height of $2.4 m$, a distance between bottom of the hull and CG of $0.4m$, a distance between the centre of the hull and CG of $0.585 m$, a distance between the keel and CG of $0.6 m$, and a distance between the sail and the CG of $1.57 m$ we obtain a Sail weight of $16.232 kg$.
 Figure {{ref>flabel133}} shows the final model, with some modifications.
@@ Line 3161: / Line 3151: @@
 ===7.4.1 Manual Lamination===
-The first idea was to build a wing sail in composites materials with the process of manual lamination. The manual lamination is the older and easier process for composites materials. The dry fibers, which may be of different types from glass to carbon, in the form of unidirectional, or multiaxial fabric, are arranged in / on a mold previously treated with a release agent and impregnated by hand with the resin (epoxy, vinyl ester or polyester ). This procedure is generally done by using rollers and spatulas to force the resin between the tissues. Subsequently, the laminate is left to cure at room temperature. If the thickness of the laminar is high, lamination can be carried out in several stages to be sure that the fibers are well wetted by the resin.
+The first idea was to build a wing sail in composites materials with the process of manual lamination. The manual lamination is the older and easier process for composites materials. The dry fibres, which may be of different types from glass to carbon, in the form of unidirectional, or multi-axial fabric, are arranged in / on a mould previously treated with a release agent and impregnated by hand with the resin (epoxy, vinyl ester or polyester). Using rollers and spatulas to force the resin between the tissues generally does this procedure. Subsequently, the laminate is left to cure at room temperature. If the thickness of the laminar is high, lamination can be carried out in several stages to be sure that the fibres are well wetted by the resin.
-The last layer is generally laminated with a layer of peel-ply, that is, a film that has releasing properties and has the function of absorbing part of the excess resin, ensuring a better surface finish and protect the surface from contamination in the event that the product both left catalyze in poorly cleaned.
+The last layer is generally laminated with a layer of peel-ply, that is, a film that has releasing properties and has the function of absorbing part of the excess resin, ensuring a better surface finish and protect the surface from contamination in the event that the product both left catalyse in poorly cleaned.
-The mold is said female if the fibers are arranged within it, male if they are arranged on them; or, in the case of lamination of a hull of a vessel, the contact surface of the mold will be the inner surface in the case of a male mold, the outer surface in the case of the female mold. Considering that the contact surface of the mold generally has a much smoother finish than the other, it follows that to achieve the same level of finishing vessel produced in the male mold will require a greater number of hours of work than using a female mold.
+The mould is said female if the fibres are arranged within it, male if they are arranged on them; or, in the case of lamination of a hull of a vessel, the contact surface of the mould will be the inner surface in the case of a male mould, the outer surface in the case of the female mould. Considering that the contact surface of the mould generally has a much smoother finish than the other, it follows that to achieve the same level of finishing vessel produced in the male mould will require a greater number of hours of work than using a female mould.
 ==7.4.1.1 Fiberglass==
-Fibreglass is small glass filaments, they consist mostly of silicon oxides which are layered together to produce a high strength to weight ratio. The spectrum of its characteristics can be modified by mixed with other oxides such as aluminum or magnesium. The glass filaments are classified according to the type of glass used for manufacturing, these being the A, E, C and S.
+Fibreglass is a small glass filament, they consist mostly of silicon oxides, which are layered together to produce a high strength to weight ratio. The spectrum of its characteristics can be modified by mixed with other oxides such as aluminium or magnesium. The glass filaments are classified according to the type of glass used for manufacturing, these being the A, E, C and S.
 The advantages of this material are extensive, from high strength to weight ratio with a increased life and is structurally and dimensionally stable under substantial loads. These advantages does come at a cost, the price is increasingly greater than other prospected materials and the fibreglass might be wasted somewhat due to our inexperience in working with such a material.
-==7.4.1.2 Resine==
+==7.4.1.2 Resin==
 Resins are plastic materials consisting of polymers of a high molecular weight. The polymer can be used without additives, these are added in order to improve properties mechanical, thixotropic or modify any other characteristic. Some of the characteristics that these polymers are their low weight, electrical insulation, corrosion resistant and adhesive properties. The main function of the resin or matrix, is to support the applied load and transmit the reinforcement through the interface, for this matrix must be deformable. It must also protect fibres and keep the external environment and tightly bound. The resins may be thermoplastic or thermoset, depending on whether or not crosslinking present.
-We will focus on thermosetting resins, can be classified according to their properties
+We will focus on thermosetting resins; can be classified according to their properties into three groups:
-into three groups :
+  * Epoxy is known in the marine manufacture for its good toughness and bonding strength. Quality epoxy resins stick to materials with 2,000-p.s.i. Vs. 500-p.s.i. for vinyl ester resins and less for polyesters.  In areas that must be able to contract and strain with the fibers without micro fracturing, epoxy resins offer much greater capability. Cured epoxy tends to be very resistant to moisture absorption.  Epoxy resin will bond dissimilar or already-cured materials which makes repair work that is very reliable and strong.  Epoxy actually bonds to all sorts of fibres very well and also offers excellent results in repair-ability when it is used to bond two different materials together.[(BobsucksCox)]
-  * Epoxy is known in the marine manifactures for its good toughness and bonding strength. Quality epoxy resins stick to materials with 2,000-p.s.i. versus only 500-p.s.i. for vinyl ester resins and less for polyesters.  In areas that must be able to contract and strain with the fibers  without micro-fracturing, epoxy resins offer much greater capability. Cured epoxy tends to be very resistant to moisture absorption.  Epoxy resin will bond dissimilar or already-cured materials which makes repair work that is  very reliable and strong.  Epoxy actually bonds to all sorts of fibers very well and also offers excellent results in repair-ability when it is used to bond two different materials together.[(BobsucksCox)]
+  * Vinyl ester is stronger than polyester resins and cheaper than epoxy resins. Vinyl ester resins use a polyester resin type of cross-linking molecules in the bonding process.  Vinyl ester is a hybrid form of polyester resin that has been toughened with epoxy molecules within the main molecular structure.  Vinyester resins offer better resistance to moisture absorption than polyester resins but its downside is in the use of liquid styrene to thin it out and its sensitivity to atmospheric moisture and temperature.  Sometimes it won't cure if the atmospheric conditions are not right.  It also has difficulty in bonding dissimilar and already-cured materials.
-  * Vinyl ester are stronger than polyester resins and cheaper than epoxy resins. Vinyl ester resins use a polyester resin type of cross-linking molecules in the bonding process.  Vinyl ester is a hybrid form of polyester resin which has been toughened with epoxy molecules within the main moleculer structure.  Vinyester resins offer better resistance to moisture absorption than polyester resins but it's downside is in the use of liquid styrene to thin it out and its sensitivity to atmospheric moisture and temperature.  Sometimes it won't cure if the atmospheric conditions are not right.  It also has difficulty in bonding dissimilar and already-cured materials.
+  * Polyester is the cheapest resin available in the marine industry and offers the poorest adhesion, has the highest water absorption, highest shrinkage, and high VOC's.  Polyester resin is only compatible with fiberglass fibres and is best suited to building things that are not weight sensitive.  It is also not tough and fractures easily. Polyesters tend to end up with micro-cracks and are tough to re-bond and suffer from osmotic blistering when untreated by an epoxy resin barrier to water.
-  * Polyester  is the cheapest resin available in the marine industry and offers the poorest adhesion, has the highest water absorption, highest shrinkage, and high VOC's.  Polyester resin is only compatible with fiberglass fibers and is best suited to building things that are not weight sensitive.  It is also not tough and fractures easily. Polyesters tend to end up with micro-cracks and are tough to re-bond and suffer from osmotic blistering when untreated by an epoxy resin barrier to water.
 Although all of these thermosetting resins may be suitable corresponding to our weight it lacks the ability to perform adequate structural support to the wing. Its flexural tendencies is to great for the wing-sail and may easily damage in operating conditions, also the plastics may deteriorate overtime due to its inability to withstand UV rays.
@@ Line 3184: / Line 3173: @@
 The Mylar A has an average tensile strength of about 190 MPa, and excellent moisture resistance to most chemicals and withstands temperatures from -70°C to + 150°C. Because it contains no plasticisers, the Mylar A does not become brittle used under normal conditions.
-This is the material that could be used to cover and giving continuity to the sail over the composite structure. It also has its flaws as Mylar can easily rip, if this was to happen in operation the boat may lack the ability to manoeuvre and must be retrieved in open ocean or other surroundings. It is also a problem to apply the Mylar to the wing due to the wings size and the lack of equipment such as a heat gun.
+This is the material that could be used to cover and giving continuity to the sail over the composite structure. It also has its flaws as Mylar can easily rip, if this was to happen in operation the boat may lack the ability to manoeuvre and must be retrieved in Open Ocean or other surroundings. It is also a problem to apply the Mylar to the wing due to the wings size and the lack of equipment such as a heat gun.
 ===7.4.2 Cutting and Bonding Wood===
-The second idea is to use wood, in particular maritime plywood for the main structure, or rather for the ribs and the first skin. Marine plywood is a particular type of plywood that is commonly used in marine applications. It is composed from select grades of wood. Using this type of plywood can provide you with a number of benefits. A good quality marine plywood sail, well constructed and protected will be immensely strong and last a lifetime. Plywood is particularly pliable,this type of wood can be bent and still maintain its structural integrity. Marine plywood also provides good impact resistance. The outside layer of the plywood is highly hard and dense. This means that if something hit it, it will not necessarily dent or break. Wood is pretty easy to work with, on the condition that you have the proper tools for the different lavorations. The precision of the cut depends infact on the goodness of the blade and also on the precision of the worker. A circular saw or a jig saw are ideal for cutting panels of plywood, however, even in the abscence of these, we can reach good results using a cutter. The operation is not trivial to make and serve a good dose of patience, care and precision for big panels of plywood.
+The second idea is to use wood, in particular maritime plywood for the main structure, or rather for the ribs and the first skin. Marine plywood is a particular type of plywood that is commonly used in marine applications. It is composed from select grades of wood. Using this type of plywood can provide you with a number of benefits. A good quality marine plywood sail, well constructed and protected will be immensely strong and last a lifetime. Plywood is particularly pliable, this type of wood can be bent and still maintain its structural integrity. Marine plywood also provides good impact resistance. The outside layer of the plywood is highly hard and dense. This means that if something hit it, it will not necessarily dent or break. Wood is pretty easy to work with, on the condition that you have the proper tools for the different tasks. The precision of the cut depends on the blade and also on the precision of the worker. A circular saw or a jig saw are ideal for cutting panels of plywood, however, even in the absence of these, we can reach good results using a cutter. The operation is not trivial to make and serve a good dose of patience, care and precision for big panels of plywood.
 Adhesives will be a primary fastener for the wooden structure, there is a wide selection of glue on the market therefore our selection must be rigorous and very selective to ensure it meets all the specifications to withstand the environments it will be subjected too. The adhesive must be very strong, waterproof, and suitable for exterior use and, to some extent, solvent tolerant.
@@ Line 3196: / Line 3185: @@
 <WRAP box 800px center>
 ^ Product ^ Type ^ Specification ^ Cost ^
 | [[http://www.titebond.com/product.aspx?id=e8d40b45-0ab3-49f7-8a9c-b53970f736af|Titebond III Ultimate Wood Glue]] | Wood Glue | Waterproof formula, Exterior and Interior use, Conforms to ASTM D-4236, Superior strength - Strong initial tack, Unaffected by finishes. | €7  |
 | [[http://prt.sika.com/pt/solutions_products/01/01a006/01a006sa02.html|Sikaflex 292]] | Polyurethane | Used for structural bonding applications and suitable for dynamically stressed constructions. The paste-like material cures on exposure to atmospheric moisture to form a durable.  | €23 |
 |[[http://www.loctiteproducts.com/p/epxy_heavy/directions/Loctite-Epoxy-Heavy-Duty.htm|Loctite Epoxy Heavy Duty]]| Epoxy | High impact resistant, Water resistant but not recommended to be subjected to water for extensive periods of time, Set in 5-10 minutes. This glue is also sold in small quantities. | €18 |
 </WRAP>
 <caption>Adhesives</caption>
@@ Line 3204: / Line 3193: @@
 </WRAP>
-The [[http://prt.sika.com/pt/solutions_products/01/01a006/01a006sa02.html|Sikaflex 292]], is specifically designed for structural bonding in boats it addresses all aspects which we need for the joining of the ribs and skin. It offers a vast amount of properties all of which exceed the expectations of the competitors on the market. The one component polyurethane adhesive of thixotropic, paste-like consistency that cures on exposure, it can be easily applied using a caulking gun this method of application is later described in section, 7.4 Manufacture Process.
+The [[http://prt.sika.com/pt/solutions_products/01/01a006/01a006sa02.html|Sikaflex 292]], is specifically designed for structural bonding in boats it addresses all aspects which we need for the joining of the ribs and skin. It offers a vast amount of properties all of which exceed the expectations of the competitors on the market. The one component polyurethane adhesive of thixotropic, paste-like consistency that cures on exposure, it can be easily applied using a caulking gun this method of application is later described in section, 7.4 Manufacture Process.
 **Features and Benefits**
     * Elastic
     * High mechanical load capacity
     * Can be used in spatula application
     * Tolerance gapping
     * Vibration dampening
     * Hydrolysis resistant
     * Solvent free
     * Wide adhesion range
 <WRAP centeralign>
@@ Line 3228: / Line 3217: @@
 |Service temperature (continuous) short term (up to 4 hours)| -40°C to +90°C +120 °C |
 |Shelf life (stored below 25°C) Method of application|12 months Hand- or air- gun|
 (* = at 23°C and 50% relative humidity)
 </WRAP>
 <caption>Sika292 Technical Properties</caption>
@@ Line 3239: / Line 3228: @@
 === 7.4.3.1 Aluminium ===
-Metallic aluminum has many properties that make it useful in a wide range of applications. It is lightweight, strong, nonmagnetic, and nontoxic. It conducts heat and electricity and reflects heat and light. It is strong but easily workable, and it retains its strength under extreme cold without becoming brittle. The surface of aluminum quickly oxidizes to form an invisible barrier to corrosion. Furthermore, aluminum can easily and economically be recycled into new products. Aluminum is a much softer metal than iron and hence tools used to work with iron cannot be used for working with aluminum. However, hand tools used to work on wood can be used for aluminum too. Tools usually required for working with aluminum are cutting tools, drilling tools, polishing tools and fusing tools. Here there are some tools required for working with aluminum:
+Metallic aluminium has many properties that make it useful in a wide range of applications. It is lightweight, strong, nonmagnetic, and nontoxic. It conducts heat and electricity and reflects heat and light. It is strong but easily workable, and it retains its strength under extreme cold without becoming brittle. The surface of aluminium quickly oxidizes to form an invisible barrier to corrosion. Furthermore, aluminium can easily and economically be recycled into new products. Aluminium is a much softer metal than iron and hence tools used to work with iron cannot be used for working with aluminium. However, hand tools used to work on wood can be used for aluminium too. Tools usually required for working with aluminium are cutting tools, drilling tools, polishing tools and fusing tools. Here there are some tools required for working with aluminium:
   * **Marking**
-    * A scribe is a tool with a sharp edge that can be used to make straight markings on a metal surface, the use of this for our scale will be time consuming and lack a degree of accuracy. To mark hole positioning a center punch can be used, this is a sharp-pointed rod made of iron and is used to mark positions for drilling holes. In this case, the center punch is hammered in deep using a mallet to form a dent; this dent helps to keep the drill bit in place and to avoid slipping when drilling.
+    * A scribe is a tool with a sharp edge that can be used to make straight markings on a metal surface, the use of this for our scale will be time consuming and lack a degree of accuracy. To mark hole positioning a centre punch can be used, this is a sharp-pointed rod made of iron and is used to mark positions for drilling holes. In this case, the centre punch is hammered in deep using a mallet to form a dent; this dent helps to keep the drill bit in place and to avoid slipping when drilling.
   * **Cutting**
-    * Hand-held saws can be used for wood or hacksaws used for iron are quite adaptable to work on aluminum with a little tweaking in the choice of blades. The blades used when working with aluminum have to be wide-mouthed and made of high carbide, like with wood. This helps to keep the saw clear of burs and to give precise cuts. If cuts have to be made quickly and with less precision a guillotine may be used to cut small lengths with ease.
+    * Hand-held saws can be used for wood or hacksaws used for iron are quite adaptable to work on aluminium with a little tweaking in the choice of blades. The blades used when working with aluminium have to be wide-mouthed and made of high carbide, like with wood. This helps to keep the saw clear of burs and to give precise cuts. If cuts have to be made quickly and with less precision a guillotine may be used to cut small lengths with ease.
   * **Drilling**
-    * Since aluminum is a softer metal, it has the tendency to clog the drill bit. So the drill bit used when working with aluminum has to be the type with wide spirals. Hand-held drills, the kind in which you can change the drill bit manually, both electric and manual, are great to work with on aluminum. In our circumstances industrial pillar drills can be used in the ISEP workshop that has a more precise jig for more accurate drilling.
+    * Since aluminium is a softer metal, it has the tendency to clog the drill bit. So the drill bit used when working with aluminium has to be the type with wide spirals. Hand-held drills, the kind in which you can change the drill bit manually, both electric and manual, are great to work with on aluminium. In our circumstances industrial pillar drills can be used in the ISEP workshop that has a more precise jig for more accurate drilling.
   * **Bonding**
-    * Aluminum can be bonded in a number of ways, from adhesive bonding riveting, bolt and screw. The adhesive process would mean the casing for the aluminum is sealed with great difficulty to separate when upgrades are required. The riveting process would be time consuming but offer a clean finish on the product maintaining the surface finish at its finest for the airfoil profile. Bolt and screw bonding is the best for DFA and DFD processes but takes a large quantity of time calculating and position the connection points without wing failure.
+    * Aluminium can be bonded in a number of ways, from adhesive bonding riveting, bolt and screw. The adhesive process would mean the casing for the aluminium is sealed with great difficulty to separate when upgrades are required. The riveting process would be time consuming but offer a clean finish on the product maintaining the surface finish at its finest for the airfoil profile. Bolt and screw bonding is the best for DFA and DFD processes but takes a large quantity of time calculating and position the connection points without wing failure.
 === 7.4.4 Conclusion===
@@ Line 3253: / Line 3242: @@
 The analysis of different materials for the skin coverage of the wing has been highly debated among the team and advisors to deliver the best possible quality product to the client which fits in our skill sets and ability. We opted for wood, in particular maritime plywood, mainly for the following reasons:
-  * Maritime Plywood is inexpensive, With a limited budget the price of the raw materials is an important factor. Our Sail will be of considerable dimensions, and the quantity of material is remarkable and must be optimised to allow the client to fully benefit from their investment in our development of the wing product.
+  * Maritime Plywood is inexpensive; with a limited budget the price of the raw materials is an important factor. Our Sail will be of considerable dimensions, and the quantity of material is remarkable and must be optimised to allow the client to fully benefit from their investment in our development of the wing product.
   * Wood is malleable in terms of workability, wood doesn't need a mould, nor does it require specialised tools. The Maritime Plywood we will select is easily worked by a non-skilled worker and with basic but sturdy woodworking joints can well built in the construction of the wing.
@@ Line 3259: / Line 3248: @@
   * Wood is easily purchased not he market, there is a vast array of wood and all the related tools are present in all DIY shops like Leroy Merlin and Aki. At these local establishments the customer has the possibility to cut custom sizes of material reducing the workload and increasing the speed of the manufacturing process.
 ==== 7.5 Components ====
-After reviewing possible manufacturing processes  and materials  for the skin coverage  considering the price and ease of manufacture for our teams variety of skill sets we will come to final material  decision for each component. The final materials will be completed in the following section, this section will be filled with the possible and most suitable of each for our product.
+After reviewing possible manufacturing processes and materials for the skin coverage considering the price and ease of manufacture for our teams variety of skill sets we will come to final material decision for each component. The final materials will be completed in the following section; this section will be filled with the possible and most suitable of each for our product.
 === 7.5.1 Masts ===
@@ Line 3271: / Line 3260: @@
 <WRAP box 650px center>
 ^ Property ^  Stainless Steel 316L vs. Aluminium  ^
-|  Strength & Malleability  | Aluminium is more malleable and elastic than steel. Aluminium can go places and create shapes that steel cannot. Especially for parts with deep and straight walls, aluminium is the material of choice. Steel is a very tough and resilient metal but cannot generally be pushed to the same extreme dimensional limits as aluminum without cracking or ripping. |
+|  Strength & Malleability  | Aluminium is more malleable and elastic than steel. Aluminium can go places and create shapes that steel cannot. Especially for parts with deep and straight walls, aluminium is the material of choice. Steel is a very tough and resilient metal but cannot generally be pushed to the same extreme dimensional limits as aluminium without cracking or ripping. |
-|  Cost  | The price of steel and aluminum is continually fluctuating based on global supply and demand, fuel costs and the price and availability of iron and bauxite ore; however steel is generally cheaper than aluminum. The cost of raw materials has a direct impact on the price of the finished spinning. |
+|  Cost  | The price of steel and aluminium is continually fluctuating based on global supply and demand, fuel costs and the price and availability of iron and bauxite ore; however steel is generally cheaper than aluminium. The cost of raw materials has a direct impact on the price of the finished spinning. |
-|  Corrosion Resistance  | Aluminium’s greatest attribute is that it is corrosion resistant without any treatment. Aluminum doesn’t rust. With aluminum there is no paint or coating to wear or scratch off.  Steel or “carbon steel” in the metals world (as opposed to stainless steel) usually needs painted or treated to protect it from rust and corrosion, especially if the steel part will be at work in a moist, damp or abrasive environment. |
+|  Corrosion Resistance  | Aluminium’s greatest attribute is that it is corrosion resistant without any treatment. Aluminium doesn’t rust. With aluminium there is no paint or coating to wear or scratch off.  Steel or “carbon steel” in the metals world (as opposed to stainless steel) usually needs painted or treated to protect it from rust and corrosion, especially if the steel part will be at work in a moist, damp or abrasive environment. |
-|  Weight  | Steel is harder than aluminium. Steel is strong and less likely to warp, deform or bend under weight, force or heat. Nevertheless the strength of steel’s tradeoff is that steel is much heavier therefore has a higher density than aluminum.  Steel is typically 2.5 times denser than aluminium. |
+|  Weight  | Steel is harder than aluminium. Steel is strong and less likely to warp, deform or bend under weight, force or heat. Nevertheless the strength of steel’s trade-off is that steel is much heavier therefore has a higher density than aluminium.  Steel is typically 2.5 times denser than aluminium. |
 </WRAP>
 </table>
 </WRAP>
-It is a clear decision to use stainless steel 316L due to these points stated above, the strength of the material opposed to aluminium is a better fit for our design purpose. Now deciding a diameter and thickness of a stainless steel mast is our task, the material sourced has a Yield Strength of ${290}$  MPa. This is the maximum value of stress before plastic deformation begins and as the wing is allowed to move freely it is an alternating and fluctuating stress which increases the chances of failure. It was decided to source a material with 70 mm diameter and 3 mm thickness, from this the Moment of Inertia value must be calculated to find the maximum possible stress the boat will operate before failure under.
+It is a clear decision to use stainless steel 316L due to these points stated above, the strength of the material opposed to aluminium is a better fit for our design purpose. Now deciding a diameter and thickness of a stainless steel mast is our task, the material sourced has a Yield Strength of ${290}$  MPa. This is the maximum value of stress before plastic deformation begins and as the wing is allowed to move freely it is an alternating and fluctuating stress that increases the chances of failure. It was decided to source a material with 70 mm diameter and 3 mm thickness, from this the Moment of Inertia value must be calculated to find the maximum possible stress the boat will operate before failure under.
 The dimensions of the stainless steel mast are obtained with the following equations:
@@ Line 3334: / Line 3323: @@
 </WRAP>
-  * This value does not exceed the yield stress value stated above although it can offer us vital information for the Factor of Safety, FoS of our deformation value. This can be seen int he following equation  \ref{eq:steel6}
+  * This value does not exceed the yield stress value stated above although it can offer us vital information for the Factor of Safety, FoS of our deformation value. This can be seen in the following equation  \ref{eq:steel6}
 <WRAP centeralign>
 \begin{equation}
@@ Line 3343: / Line 3332: @@
-This factor of safety value of 1.22 indicates the probability of failure due to bending. It is vital for failure criteron to be addressed as the material may not be suitable and thus a waste of investment and design time. This proves the mast dimensions as a viable design aspect of the rigid wing sail.
+This factor of safety value of 1.22 indicates the probability of failure due to bending. It is vital for failure criterion to be addressed as the material may not be suitable and thus a waste of investment and design time. This proves the mast dimensions as a viable design aspect of the rigid wing sail.
 The mast will also require an adequate connection to the main hull body, to accomplish this flange bearings must be purchased to accommodate the 70 diameter shaft to the modified hull. The decision to connect these components in this manner will allow for mast rotation and improve the practically of installation and assembly for the user. The flange bearings are suitable for aquatic conditions thus suitable for the ocean conditions of the boat. The Figure {{ref>flabel135}} below indicates the type of bearing and the dimensions suitable for the selection of mast connections.
@@ Line 3361: / Line 3350: @@
   * Maximum allowable wind pressure of $500 \frac{N}{{m}^{2}}$ .
-  * Tensile strength of wood to be ${60}$  MPa, with a security coefficent of $2$; so the maxime allowable stress used will be $\frac{60}{2}=30 MPa$
+  * Tensile strength of wood to be ${60}$  MPa, with a security coefficient of $2$; so the maximum allowable stress used will be $\frac{60}{2}=30 MPa$
   * Area of the sail (starting from the 3rd rib to the last) of $ 1.33 m^2 $ and an height of the centre of pressure of $0.7$ m
-These assumed values can be used to calculate  the moment  at which it occurs on the wing at a certain position and therefore, the modulus of resistance.
+These assumed values can be used to calculate the moment at which it occurs on the wing at a certain position and therefore, the modulus of resistance.
   * The moment at this point on the sail is found in the equation \ref{eq:wood1}
@@ Line 3489: / Line 3478: @@
 </WRAP>
-=== 7.5.2  Skin Coverage ===
+=== 7.5.2 Skin Coverage ===
 == 7.5.2.1 Maritime Plywood ==
-The previous chapter has allowed us to select maritime plywood as our skin coverage of the sail. Primarily fabrics and plastics (Mylar in particular) are used in traditional sails but due to the rigidity of our sail maritime plywood  has been selected. The coverage gives continuity to the structure and creates the wind lift. Here analysed the pros and cons of the our selection of maritime plywood:
+The previous chapter has allowed us to select maritime plywood as our skin coverage of the sail. Primarily fabrics and plastics (Mylar in particular) are used in traditional sails but due to the rigidity of our sail maritime plywood has been selected. The coverage gives continuity to the structure and creates the wind lift. Here analysed the pros and cons of the our selection of maritime plywood:
 <WRAP centeralign>
@@ Line 3497: / Line 3486: @@
 <caption>Coverage</caption>
 <WRAP box 500px center>
 ^ Property ^  Maritime Plywood  ^
-| Weight | The sourced  plywood  has a density of 540 kg/m3, and is difficult to find less thick than 3mm. Thus we have selected 4mm. |
+| Weight | The sourced plywood has a density of 540 kg/m3, and is difficult to find less thick than 3mm. Thus we have selected 4mm. |
-|Waterproof| Plywood used in boats and sails must be made with waterproof, although considered ‘maritime’ it can still be damaged by the environment. Also the bonding adhesive must be waterproof, otherwise the structure will fail. |
+|Waterproof| Plywood used in boats and sails must be made with waterproof, although considered ‘maritime’ it can still be damaged by the environment. Also the bonding adhesive must be waterproof, otherwise the structure will fail. |
-| Applying | Plywood applications will be difficult  to structure, with the preparation of molds and adequate adhesive. The selected adhesive, Sikaflex 292 apply to all properties of boat construction. |
+| Applying | Plywood applications will be difficult to structure, with the preparation of moulds and adequate adhesive. The selected adhesive, Sikaflex 292 apply to all properties of boat construction. |
-|Structural strength| Plywood  adds the appropriate structural strength although this comes at a cost of weight to the sail. |
+|Structural strength| Plywood adds the appropriate structural strength although this comes at a cost of weight to the sail. |
 </WRAP>
 </table>
@@ Line 3522: / Line 3511: @@
 The ribs are the structural integrity of the wingsail, without stability here the product will fail once manufactured. Great care has been taken researching materials and both maritime plywood and fiberglass. The structural bonding for both materials varies indefinitely, the plywood ribs must be fixed to the mast and coverage skin with Sikaflex 292 (Polyurethane) Glue
-For the ribs we choose Maritime Plywood. It has good resistance, and the weight of the ribs is not so influencing in the entire structure. Plywood is cheaper and easier to work than Aluminum and Composites, although our main selection of this material was down to the accessibility. We will acquire the same material for the skin this it will be easily bought and cut to achieve the required sizes while maintaining the requirements to be structurally sound.The reason for not selecting composites is that they require a mold that is too expensive to manufacture for just one component and aluminium requires specific tools to work with, which we do not have access too. This shows the maritime plywood to be the best consideration for our wing-sail considering our level of experience and budget. The materials does has its flaws and will not be fully protected from the environment, much like the coverage a layer of protective paint will be applied to prevent damage over time.
+For the ribs we choose Maritime Plywood. It has good resistance, and the weight of the ribs is not so influencing in the entire structure. Plywood is cheaper and easier to work than aluminium and composites, although our main selection of this material was down to the accessibility. We will acquire the same material for the skin this it will be easily bought and cut to achieve the required sizes while maintaining the requirements to be structurally sound. The reason for not selecting composites is that they require a mould that is too expensive to manufacture for just one component and aluminium requires specific tools to work with, which we do not have access too. This shows the maritime plywood to be the best consideration for our wing-sail considering our level of experience and budget. The materials does has its flaws and will not be fully protected from the environment, much like the coverage a layer of protective paint will be applied to prevent damage over time.
 === 7.5.4 Stabiliser ===
 == 7.5.4.1 Stabiliser Material ==
-The stabilisers material will be made from a combination of plywood and balsa much like the main sail, and it will be cut and from primarily the same approach. It is estimated that the weight of the stabiliser will not branch over 2.5 kg. This value is suitable to be held by the stabiliser beam which is discussed in the following section.
+The stabilisers material will be made from a combination of plywood and balsa much like the main sail, and it will be cut and from primarily the same approach. It is estimated that the weight of the stabiliser will not branch over 2.5 kg. This value is suitable to be held by the stabiliser beam that is discussed in the following section.
 == 7.5.4.2 Stabiliser Beam ==
-The stabiliser beam are valid from same considerations we did above for the mast. We opted for three stainless steel bar (316L), to have the same provider of the mast. We decided to have three pieces instead of one to have the possibility to regulate the length, with the purpose of balancing the weight of the stabilizer. We opted for a central part with a diameter of 33 millimeters, with the two adjustable bars smallers with a diameter of 30 mm.
+The stabiliser beam is valid from same considerations we did above for the mast. We opted for a stainless steel bar (316L), to have the same provider of the mast. We decided to have three pieces instead of one to have the possibility to regulate the length, with the purpose of balancing the weight of the stabilizer. We opted for a central part with a diameter of 33 millimetres, with the two adjustable bars smaller with a diameter of 30 mm.
 == 7.5.4.2 Stabiliser Movement Device ==
@@ Line 3545: / Line 3534: @@
 == 7.5.5.1 Battery ==
-We are using a battery to supply the actuator, servo motor, wind sensor, navigation lights, and the controlling system of the boat. Our battery is a Lead Acid battery (2.5.1 part of the state of the art). The battery supplies 12V voltage, which is supported by the most of devices, what we need. We suggest the ULS5-12 type of the Ultracell batteries. It has 5Ah (Ampere-hour) normal capacity in 20 hours. It is a long-term battery, the design floating time is 5 years in 20 °C. The datasheet of the battery is located in this website: http://ultracell.net/datasheets/UL5-12.pdf. We suggest to buy this type of battery at this portuguese store: Castro Electrónica, http://www.castroelectronica.pt/.
+We are using a battery to supply the actuator, servomotor, wind sensor, navigation lights, and the controlling system of the boat. Our battery is a Lead Acid battery (2.5.1 part of the state of the art). The battery supplies 12V voltage, which is supported by the most of devices, what we need. We suggest the ULS5-12 type of the Ultracell batteries. It has 5Ah (Ampere-hour) normal capacity in 20 hours. It is a long-term battery, the design floating time is 5 years in 20 °C. The datasheet of the battery is located in this website: http://ultracell.net/datasheets/UL5-12.pdf. We suggest buying this type of battery at this portuguese store: Castro Electrónica, http://www.castroelectronica.pt/.
 Figure {{ref>flabel139}} displays the battery from Ultracell, what we suggest to use.
@@ Line 3564: / Line 3553: @@
 | Rule 3a | Defines 'Vessel' as all manner of watercraft used or capable of being used as a means of transportation on water. |
 | Rule 20 | States that all vessels must display the proper lights from sunset to sunrise and in situations where there is limited visibility. |
-| Rule 21a | Masthead Light: The 'masthead light' is a white light placed over the fore and aft centerline of the vessel showing with an arc of 225 degrees. |
+| Rule 21a | Masthead Light: The 'masthead light' is a white light placed over the fore and aft centreline of the vessel showing with an arc of 225 degrees. |
 | Rule 21b | Sidelights: Sidelights are red (port side) and green (starboard side) lights than shine in an arc of 112.5 degrees from straight ahead to a point 22.5 degrees abaft the beam. |
 | Rule 21c | Stern Light: The stern light is a white light placed as near as is practicable at the stern. The light shines in an arc of 135 degrees. |
@@ Line 3606: / Line 3595: @@
 == 7.5.5.3 Wind Sensor ==
-For the wind sensor we are looking for a compact sensor for wind direction and also the wind velocity. The reason is as for all our electrical components that we only have limited space and are trying to reduce the weight to a minimum.  As we already analysed different types of wind sensors in chapter **2.5.3.1 Wind Sensor**, we decided now for a of a cup anemometer that includes a wing for the wind direction. On the one hand this product is possible to purchase in Portugal, which was one of the main restrictions and also combines both needed measured values. Although we firstly favoured the AMS AS504X encoders we now had to find a sensor that is purchaseable and does not need to be build. Second in our list was the Propeller vane anemometer which is not too expensive, is compact and also very accurate but we could not find any supplier for this. Lastly our choice that you can see in Figure {{ref>flabel143}} is an agreement of all aspects mentioned before.
+For the wind sensor we are looking for a compact sensor for wind direction and also the wind velocity. The reason is as for all our electrical components that we only have limited space and are trying to reduce the weight to a minimum.  As we already analysed different types of wind sensors in chapter **2.5.3.1 Wind Sensor**, we decided now for a of a cup anemometer that includes a wing for the wind direction. On the one hand this product is possible to purchase in Portugal, which was one of the main restrictions and also combines both needed measured values. Although we firstly favoured the AMS AS504X encoders we now had to find a sensor that is purchasable and does not need to be build. Second in our list was the Propeller vane anemometer, which is not too expensive, is compact and also very accurate but we could not find any supplier for this. Lastly our choice that you can see in Figure {{ref>flabel143}} is an agreement of all aspects mentioned before.
 Figure {{ref>flabel143}} is a picture of the wind sensor that we found to purchase in Portugal.
@@ Line 3619: / Line 3608: @@
 The website of the company that is located in Braga to purchase this sensor is: priac.com.pt
-However, we see a problem with this wind sensor. As we already explained in chapter 2.4 Optimal Sail Position, we have the true wind approaching the boat and also due to our forward movement the apparent wind. This sensor will have problems with the differentiation of the apparent- and true wind as it will get distracted by the arising apparent wind. One solution for this is a sensor that can understand the different wind types and on this basis calculate the optimal sail position. Taking this into account, we looked at some solutions that other autonomous sailboats use. In our opinion the best but very expensive solution we found is the "Airmar PB200“ used by ASVRoboat. We could not find it in an online store in Portugal but it can be for example purchased on: www.lojatopbarcos.com. For a detailed information about this product you can see: http://www.airmartechnology.com/uploads/brochures/pb200.pdf.
+However, we see a problem with this wind sensor. As we already explained in chapter 2.4 Optimal Sail Position, we have the true wind approaching the boat and also due to our forward movement the apparent wind. This sensor will have problems with the differentiation of the apparent- and true wind as it will get distracted by the arising apparent wind. One solution for this is a sensor that can understand the different wind types and on this basis calculate the optimal sail position. Taking this into account, we looked at some solutions that other autonomous sailboats use. In our opinion the best but very expensive solution we found, ASVRoboat use the “Airmar PB200”. We could not find it in an online store in Portugal but it can be for example purchased on: www.lojatopbarcos.com. For a detailed information about this product you can see: http://www.airmartechnology.com/uploads/brochures/pb200.pdf.
 == 7.5.5.4 Actuator ==
-The actuator is the dispositive which creates the movement along a straight line, in contrast with the rotary motion of a conventional electric motor. This movement along a straight line ensures the movement of the jib.
+The actuator is the dispositive that creates the movement along a straight line, in contrast with the rotary motion of a conventional electric motor. This movement along a straight line ensures the movement of the jib.
 Figure {{ref>flabel144}} is a picture of the actuator we suggest to buy.
@@ Line 3634: / Line 3623: @@
  The parameters of choices for our actuator were:
-  * Dimension => We need a small actuator that can be installated over the central rib of the jib.
+  * Dimension => We need a small actuator that can be installed over the central rib of the jib.
   * Weight => In order to save weight it's fundamental to not have an over weighty actuator.
-  * Presence of the encoder => We need an actuator that can enable our jib to rotate around an angle of 40° (from -20° to 20°). The encoder is the dispositive that provide the actuator the informations about the right positioning.
+  * Presence of the encoder => We need an actuator that can enable our jib to rotate around an angle of 40° (from -20° to 20°). The encoder is the dispositive that provide the actuator the information about the right positioning.
 Our choice fell on an actuator provided by Festo. It is a mechanical linear drive with piston rod and permanently attached motor. The driving component consists of an electrically actuated spindle that converts the rotary motion of the motor into linear motion of the piston rod. In the table {{ref>tlabe15}} the general technical data.
@@ Line 3644: / Line 3633: @@
 <caption>Actuator [(Festoactuator)]</caption>
 <WRAP box 500px center>
 ^ Property ^  Value  ^
 | Size | 40 |
 | Male thread | M10*1.25 |
 | Female thread | M8 |
 | Working Stroke [mm] | 50 ... 400 |
 | Stroke reserve [mm] | 0 |
@@ Line 3670: / Line 3659: @@
 <WRAP centeralign>
 \begin{equation}
-{y} = {r} \times sin(20°) = {40} \times sin(20°) = 13.7mm ≈ 14 mm
+{y} = {r} \times sin(20°) = {40} \times sin(20°) < 13.7mm ≈ 14 mm
          \label{eq:disp}
 \end{equation}
@@ Line 3710: / Line 3699: @@
 ==== 7.6 Materials List ====
-The production of a materials list to quantify costs, quantity and weight of each material required is a necessity for our project management agenda and to conform with our eco-effiecy goals in the selection of appropriate materials. This will push us towards following the predetermined design architecture and in-depth manufacturing process which is further elaborated in the following section. In allowing a distinct differential between the data collected on each component separate tables were prepared to ease the purchasing process, three tables were fabricated, a parts list, accumulated price list and finally the suppliers contact information which can be seen in this section.
+The production of a materials list to quantify costs, quantity and weight of each material required is a necessity for our project management agenda and to conform to our eco-efficiency goals in the selection of appropriate materials. This will push us towards following the predetermined design architecture and in-depth manufacturing process that is further elaborated in the following section. In allowing a distinct differential between the data collected on each component separate tables were prepared to ease the purchasing process, three tables were fabricated, a parts list, accumulated price list and finally the suppliers contact information which can be seen in this section.
 <WRAP centeralign>
@@ Line 3820: / Line 3809: @@
 === 7.7.1 Preparation ===
-== 7.7.1.1 MDF Mold ==
+== 7.7.1.1 MDF Mould ==
-The preparation before fixing the material together is a vital point in the manufacture stage. Due to the type of bonding we will use errors cannot be made at this stage, in removing these errors we took several precautions. Initially we will build two stands for the wing with a minimal degree of error as this will act as our mold. The stands will be made out of 19 mm thick MDF board and designed as shown below in Figure {{ref>flabel148}} .
+The preparation before fixing the material together is a vital point in the manufacture stage. Due to the type of bonding we will use errors cannot be made at this stage, in removing these errors we took several precautions. Initially we will build two stands for the wing with a minimal degree of error as this will act as our mould. The stands will be made out of 19 mm thick MDF board and designed as shown below in Figure {{ref>flabel148}} .
 <WRAP centeralign>
 <figure flabel148>
 {{ ::mold.png?300 |}}
-<caption>MDF Mold</caption>
+<caption>MDF Mould</caption>
 </figure>
 </WRAP>
-This MDF mold is positioned 1.5 metres apart and in perfect alignment, these cannot move during the course of the manufacturing process to achieve perfect alignment in the sail.
+This MDF mould is positioned 1.5 metres apart and in perfect alignment, these cannot move during the course of the manufacturing process to achieve perfect alignment in the sail.
 == 7.7.1.2 Material Marking ==
-Once arrived the maritime plywood sheets will be optimized fully by stenciling all material required for the coverage and ribs of both the main sail and stabilizer. Using the cavalete madeira tables we can keep these sheets level and in position while penciling and cutting, these will be positioned equally to ensure stability.
+Once arrived the maritime plywood sheets will be optimized fully by stencilling all material required for the coverage and ribs of both the main sail and stabilizer. Using the cavalete madeira tables we can keep these sheets level and in position while pencilling and cutting, these will be positioned equally to ensure stability.
 == 7.7.1.3 Balsa Flexibility and Rigidity Improvement ==
 During this time some of the balsa sheets will be placed in water overnight to allow the panels to soften and become flexible until the material dry’s. In this time the material will be positioned over a PVC pipe that has been cut in half, a weight is added to allow the balsa panel to follow the curvature of the pipe. This will allow the balsa to dry in this position and when applied to the leading edge of the rigid-wing sail reduce the brittleness of the material. The other balsa panels will be coated in an epoxy paint to increase the rigidity while maintaining the flexural properties required in the rigid-wing. These panels will dry for a period of 24 hours and be stored until required in the manufacturing section.
-In doing almost the opposite, balsa panels will receive multiple coatings of epoxy resin and perhaps wood glue to increase the rigidity of the panel. These will be left over night and then receive a bend test to confirm the coatings are sufficient in taking the force of the wind. These epoxy/glue coated panels will be used in replacing plywood throughout the wing in a solution to reduce the entire weight so that greater lift may be achieved. This solution will not take all the flexural properties away from balsa and allow it to form perfectly while maintaining great rigidity.
+In doing almost the opposite, balsa panels will receive multiple coatings of epoxy resin and perhaps wood glue to increase the rigidity of the panel. These will be left over night and then receive a bend test to confirm the coatings are sufficient in taking the force of the wind. These epoxy/glue-coated panels will be used in replacing plywood throughout the wing in a solution to reduce the entire weight so that greater lift may be achieved. This solution will not take all the flexural properties away from balsa and allow it to form perfectly while maintaining great rigidity.
 == 7.7.1.4 Equipment Checklist ==
@@ Line 3872: / Line 3861: @@
 These blueprints will be used as the stencils that can ensure the degree of accuracy required during the manufacturing stage. Once the outside perimeter of each rib is removed great care and attention must be taken when cutting the central proximity of the certain ribs.
-*STENCIL IMAGE HERE*
 == 7.7.2.2 I Beam Masts ==
@@ Line 3905: / Line 3892: @@
 == 7.7.2.4 Stainless Steel Stabiliser Beams ==
-The stabiliser beams must be cut and drilled in process alignment using both a hacksaw and for better accuracy a pillar drill. The stainless steel pipes have 2 different diameters but identical thicknesses, this is so the pipes can be replaced if upgrades must be made to the rigid-wing sail. The pipes will be connected via M6 bolts positioned every 100 mm along the tubes, as shown below in Figure {{ref>flabel150}} and {{ref>flabel151}}.
+The stabiliser beams must be cut and drilled in process alignment using both a hacksaw and for better accuracy a pillar drill. The stainless steel pipes have 2 different diameters but identical thicknesses, this is so the pipes can be replaced if upgrades must be made to the rigid-wing sail. The pipes will be connected via M6 bolts positioned every 100 mm along the tubes, as shown below in Figure {{ref>flabel150}}.
 <WRAP centeralign>
 <figure flabel150>
-{{ ::screen_shot_2015-06-09_at_00.36.56.png?300 |}}
-<caption>2D Beam Connection Solution</caption>
-</figure>
-</WRAP>
-<WRAP centeralign>
-<figure flabel151>
 {{ :bolts.jpg?400 |}}
 <caption>3D Beam Connection Solution</caption>
@@ Line 3928: / Line 3908: @@
 A dry assembly of the bonding process must be done before the real process to guarantee the correct positioning of all material before the final application of the adhesive. Once this is done, alterations cannot be made, making it the most vital part of the rigid-wing sail manufacturing process.
-Like the real bonding process all precautions must be made to certify flawless alignment of the sail. The wing coverage will be positioned in the MDF mold connecting at the bottom of the V shape, from here the ribs will be distributed 350 mm for the duration of the 2400 mm skin. The I beam mast will be put into position and the airfoil heads will be placed on top creating the skeleton structure. Once this has been assembled and checked for imperfections it will be disabled and the bonding preparation must begin.
+Like the real bonding process all precautions must be made to certify flawless alignment of the sail. The wing coverage will be positioned in the MDF mould connecting at the bottom of the V shape, from here the ribs will be distributed 350 mm for the duration of the 2400 mm skin. The I beam mast will be put into position and the airfoil heads will be placed on top creating the skeleton structure. Once this has been assembled and checked for imperfections it will be disabled and the bonding preparation must begin.
 == 7.7.3.2 Bonding ==
-Before the bonding stage begins preparation must be made in the surrounding area and MDF mold, the rolo filme protector must be positioned on the floor and around the MDF to prevent the Sikaflex 292 adhesive bonding with the plywood coverage. If this was not done and the adhesive joined the mold to the wing it would prove extremely difficult to disconnect the materials.
+Before the bonding stage begins preparation must be made in the surrounding area and MDF mould, the rolo filme protector must be positioned on the floor and around the MDF to prevent the Sikaflex 292 adhesive bonding with the plywood coverage. If this was not done and the adhesive joined the mould to the wing it would prove extremely difficult to disconnect the materials.
 The Sikaflex 292 also has the following requirements before glue is applied. The surfaces must be of sound quality, clean, dry and free from all traces of grease, oil and dust. As a rule the surfaces must be prepared in accordance with the instructions given in the current edition of the Sika Primer Chart for Marine applications. [(SikaPrimerChartforMarineApplications)].
 Sikaflex 292 cartridges come in a unipac tube that this is easily positioned in a caulking gun for the application purposes, the tip of the nozzle must be cut before application can begin. The pneumatic tool dispenser allows for the user to distribute the adhesive in all positions of the rigid-wing sail skeleton and skin. To ensure uniform thickness of adhesive when compressed, it is recommended to apply the adhesive in the form of a triangular bead. The optimum temperature for substrate and adhesive is between 15°C and 25°C, at these temperatures the adhesive will dry in approximately 40 minutes. Although to guarantee the success of this, it will be left for triple the time stated. Therefore the adhesive will be left for a period of 2 hours. [(Sikaflex292TechnicalDataSheet)]
-Figure {{ref>flabel152}} indicates the inside perspective once the skin is bonded to the ribs using the manufacturing form of application.
+Figure {{ref>flabel151}} indicates the inside perspective once the skin is bonded to the ribs using the manufacturing form of application.
 <WRAP centeralign>
-<figure flabel152>
+<figure flabel151>
 {{ :half_skeleton.jpg?300 |}}
 <caption>Skin Coverage Perspective</caption>
@@ Line 3952: / Line 3932: @@
 The purpose in applying a coating is to provide a film which will give protection and resistance to the surface both externally and internally of the wing sail. The success of any paint application will be governed by a number of parameters. An adequate film thickness is essential for the success of any painting system. Under-application will generally result in premature failure. However, even the opposite can be equally dangerous, in other words it's not right that more paint means a better result. The gross over-application of coatings can lead either to solvent entrapment and subsequent loss of adhesion, cracking or to splitting of primer coats.
-The most common methods of applying the coatings are by brush, roller, conventional (air) spray, conventional (pressure pot) spray and airless spray. Not having the suitable equipment to spray, we will apply the coating or by brush or by roller. Brush application should always be undertaken using good quality natural fibre or synthetic brushes of the appropriate size compatible with the product being applied. However, this application technique is relatively slow, but is generally used for coating small areas with decorative paints and for surface tolerant primers, where good penetration of rusty steel substrates is required. Roller application is faster than brush on large, even surfaces. However, control of film thickness is not easily achieved. As with brush application, high film build will generally not be attained. Care must be taken to choose the correct roller pile length and material, depending on the type of paint and degree of roughness of the surface. Typically, phenolic core rollers should be used, fitted with a smooth to medium pile roller cover. The roller cover should be pre-washed to remove any loose fibres prior to use.
+The most common methods of applying the coatings are by brush, roller, conventional (air) spray, conventional (pressure pot) spray and airless spray. Not having the suitable equipment to spray, we will apply the coating or by brush or by roller. Brush application should always be undertaken using good quality natural fibre or synthetic brushes of the appropriate size compatible with the product being applied. However, this application technique is relatively slow, but is generally used for coating small areas with decorative paints and for surface tolerant primers, where good penetration of rusty steel substrates is required. Roller application is faster than brush on large, even surfaces. However, control of film thickness is not easily achieved. As with brush application, high film build will generally not be attained. Care must be taken to choose the correct roller pile length and material, depending on the type of paint and degree of roughness of the surface. Typically, phenolic core rollers should be used, fitted with a smooth to medium pile roller cover. The roller cover should be pre-washed to remove any loose fibres prior to use.
 === 7.7.5 Electronic Connections Process ===
-Prior to the bonding process this is a a high priority for us to understand the positioning and pathways of the connections to the following electrical components, battery, navigation lights, wind sensor, actuator and servomotor. These must be connected before glueing process begins because once glued it will be extremely difficult to replace wiring although the skin coverage has been designed for components to be replaced and upgraded, it is mandatory for us to consider the pathway for these wires without obstructing the wooden structure.
+Prior to the bonding process this is a high priority for us to understand the positioning and pathways of the connections to the following electrical components, battery, navigation lights, wind sensor, actuator and servomotor. These must be connected before gluing process begins because once glued it will be extremely difficult to replace wiring although the skin coverage has been designed for components to be replaced and upgraded, it is mandatory for us to consider the pathway for these wires without obstructing the wooden structure.
 == 7.7.5.1 Supply Lines ==
-Once the electrical devices are positioned fixed to the wing's internal and external structure, preplanned ducts must be arrange to provide the cable tracks for each devices positioned around the wing sail. The required diameter of duct is required to be a minimum of $ 30 mm $, this will allow to fit all devices and improve the ease of upgrades when re-wiring must be complete for new components and devices.
+Once the electrical devices are positioned fixed to the wing's internal and external structure, pre-planned ducts must be arrange to provide the cable tracks for each devices positioned around the wing sail. The required diameter of duct is required to be a minimum of $ 30 mm $, this will allow fitting all devices and improving the ease of upgrades when re-wiring must be complete for new components and devices.
 The supply lines vary depending on the component, although a estimated length and width of cable has been shown here,
@@ Line 3968: / Line 3948: @@
   * This accumulates to a estimated required length of wire $ 8 m $, which will fit in the $ 30 mm $ PVC ducts of the wing.
-These pathways can be seen below in Figure {{ref>flabel153}}, the battery acts as a the central hub in this set-up.
+These pathways can be seen below in Figure {{ref>flabel152}}, the battery acts as the central hub in this set-up.
 <WRAP centeralign>
-<figure flabel153>
+<figure flabel152>
 {{ ::11420279_10205704545886595_1853061636_o.jpg?300 |}}
 <caption>Wiring Supply Line Arrangement</caption>
@@ Line 3982: / Line 3962: @@
 === 7.8.1 Alteration Reasoning   ===
-There are various reasons for building a prototype in the scale of 1:2,4. Firstly, we are running short of time to actually finish the fully functioning wing sail. As we have to hand in the whole sail on the 26th of June, we will not be able to receive all components from our different suppliers on time. Apart from our suppliers in Portugal, we also have some suppliers abroad, which means longer and unpredictable shipping times. Secondly, it wil be cheaper to build a prototype and see if all components are correctly chosen in their sizes, but also if the weight distribution is working for the sail. As we have lack of experience in maritime engineering a prototype will help to verify the corectness of our work before building the full size model.  Lastly, it was the desecration of the supervisors to rather build a prototype to hand in than the actual product.
+There are various reasons for building a prototype in the scale of 1:2,4. Firstly, we are running short of time to actually finish the fully functioning wing sail. As we have to hand in the whole sail on the 26th of June, we will not be able to receive all components from our different suppliers on time. Apart from our suppliers in Portugal, we also have some suppliers abroad, which means longer and unpredictable shipping times. Secondly, it will be cheaper to build a prototype and see if all components are correctly chosen in their sizes, but also if the weight distribution is working for the sail. As we have lack of experience in maritime engineering a prototype will help to verify the correctness of our work before building the full size model.  Lastly, it was the desecration of the supervisors to rather build a prototype to hand in than the actual product.
 === 7.8.2 Manufacturing process  ===
-The manufacturing process will be based on the manufaturing process that we thought about for the acutal product. This will help us to test the processes and approaches to work with the different types of material. It will help to understand how to work with the material and get the necessary experience while not causing too much scrap.
+The manufacturing process will be based on the manufacturing process that we thought about for the actual product. This will help us to test the processes and approaches to work with the different types of material. It will help to understand how to work with the material and get the necessary experience while not causing too much scrap.
-The idea to build a smaller prototype is based on utilising an easy-purchasing balsa structure. Balsa is a light wood that is available for us in a short period of time. The only restriction we have when deciding to use Balsa is the availability in measures that do not exceed one meter in length. This is the reason why our prototype has a one meter length skin, with a total length of 1.15 meters considering the mast. The scale used is 1:2.4, according to the length of the original model skin that is 2.4 meters. The materials provided are aluminium for the mast and balsa panels of 1000 mm by 100 mm by 4 mm, according to the difficulty of the supervisors to get materials from many different providers. For the movement of the flap and jib, we received two servomotors and all the electronic supports from the autonomous system laboratory (LSA). A servomotor is replacing the actuator because of the small scale and therefore the restriction in the possible dimensions.
+The idea to build a smaller prototype is based on utilising an easy-purchasing balsa structure. Balsa is a lightwood that is available for us in a short period of time. The only restriction we have when deciding to use Balsa is the availability in measures that do not exceed one meter in length. This is the reason why our prototype has a one-meter length skin, with a total length of 1.15 meters considering the mast. The scale used is 1:2.4, according to the length of the original model skin that is 2.4 meters. The materials provided are aluminium for the mast and balsa panels of 1000 mm by 100 mm by 4 mm, according to the difficulty of the supervisors to get materials from many different providers. For the movement of the flap and jib, we received two servomotors and all the electronic supports from the autonomous system laboratory (LSA). A servomotor is replacing the actuator because of the small scale and therefore the restriction in the possible dimensions.
 In Table
@@ Line 4015: / Line 3995: @@
 ==== 7.9 Functionalities ====
-=== 7.9.1  Mast Rotation ===
+=== 7.9.1 Mast Rotation ===
 The connection between sail and hull body has to be accurately designed, considering all parameters of movement. The mast must be able to rotate freely around an angle of 360 degrees, although this must be controlled and limited to prevent destabilisation of the rigid-wing sail within the hull. The proposed solution previously stated is to install flange bearings of adequate dimensions to accommodate the 70mm diameter mast, this will stabilise the mast in the body of the hull. These bearings will be lubricated to reduce wear on both the mast and bearing housings.
-Figure {{ref>flabel154}} shows the connection configuration.
+Figure {{ref>flabel153}} shows the connection configuration.
 <WRAP centeralign>
-<figure flabel154>
+<figure flabel153>
 {{ ::connection_to_hull.png?400 |}}
 <caption>Mast to Hull Connection - The mast is free to rotate 360-degree spin in both clockwise and anti-clockwise directions.</caption>
@@ Line 4030: / Line 4010: @@
 === 7.9.2 Wing and Stabiliser Control ===
-The control of both the wing jib and stabiliser is required in defining our sail as a controllable modulus of the finished autonomous sailboat. The control actions of both the wings actuator and the stabiliser servomotor must be synchronised to optimise the sail in operation. These electrical devices will be controlled by a micro controller from the main body of the hull, which transmits instructions to both devices via a Wi-Fi or bluetooth signal. The microcontroller must also take the wind speed and direction into account before performing the movement for the devices within the wing to act.
+The control of both the wing jib and stabiliser is required in defining our sail as a controllable modulus of the finished autonomous sailboat. The control actions of both the wings actuator and the stabiliser servomotor must be synchronised to optimise the sail in operation. These electrical devices will be controlled by a micro controller from the main body of the hull, which transmits instructions to both devices via a Wi-Fi or Bluetooth signal. The microcontroller must also take the wind speed and direction into account before performing the movement for the devices within the wing to act.
-The control unit will be established by the client as this area has only been dwelled on during the project development. This leaves room for opportunity in controlling the remaining components on the vessel, although only the jib and stabiliser control is our concern at this moment in time.
+The client will establish the control unit as this area has only been dwelled on during the project development. This leaves room for opportunity in controlling the remaining components on the vessel, although only the jib and stabiliser control is our concern at this moment in time.
 === 7.9.3 Human Handling and Assembly ===
-It was stated in a client meeting that the entire end product must be easily assembled and maintained by four individuals, therefore and handling test and assembly test with the minimum amount of people must be considered. The user will have access to the manual which they are free to use. As the product must be transported to the aquatic location before deployment the handling process will begin well before the starting mission. If 4 fully grown adults are incapable of manoeuvring and assembling it has hence not met the clients requirements.
+It was stated in a client meeting that the entire end product must be easily assembled and maintained by four individuals, therefore and handling test and assembly test with the minimum amount of people must be considered. The user will have access to the manual that they are free to use. As the product must be transported to the aquatic location before deployment the handling process will begin well before the starting mission. If 4 fully grown adults are incapable of manoeuvring and assembling it has hence not met the client’s requirements.
 ==== 7.10 Tests and Results ====
 === 7.10.1 Waterproof Test ===
 After the finishing touches have been made to the rigid-wing sail the final product will be sprayed with water for small durations of time and left to dry after each dousing. The test will take be done 3 times each time the wetting and drying duration will be increased by 30 seconds after each occasion, this will find the limitations. At first, the wing will be positioned in a upright position and the water will be delivered from a platform above. This will ensure maximum coverage of the wing, but also to prevent water entering and damaging the internal structure of the wing all holes and doors must be fixed and shut to prevent water accessing the inside.
-After operation of about 30 seconds the is removed from the water. No observations can be made from then plywood cover of water absorption, all the water runs off the side and onto the ground. All of the electronic components are located safe off the ground in the internal structure of the wing another test can be performed increasing the time of water exposure. After the second dousing of 1 minute the amount of water has doubled. The results are the same as the first, and the third test of 1 minute seconds is conducted. This time water has entered the internal part of the wing through a electronic access port on the side profile of the airfoil. The water has collected at the base of the airfoil as the wing is positioned vertically.
+After operation of about 30 seconds the wing is removed from the water. No observations can be made from then plywood cover of water absorption, all the water runs off the side and onto the ground. All of the electronic components are located safe off the ground in the internal structure of the wing another test can be performed increasing the time of water exposure. After the second dousing of 1 minute the amount of water has doubled. The results are the same as the first, and the third test of 1-minute seconds is conducted. This time water has entered the internal part of the wing through a electronic access port on the side profile of the airfoil. The water has collected at the base of the airfoil as the wing is positioned vertically.
 The applied waterproofing design and finish is sufficient to conduct first and second functionality tests with the product. The longer exposure times also only had a small effect on the product, better solutions should be developed for the electronic access doors as it is evident water is entering through these points. In addition, the process of drying the wing internally requires great detail but it is extremely cumbersome to do as the adhesive bond is now fixed and can not be taken apart to repair. This way, waterproof tests cannot be performed in a quick sequence. Nevertheless, it has to be paid high attention to spread the water evenly during this testing case there is water inside internal structure which is concentrating on an individual electrical component or wire, because the delicate electrical components located in this space and could be easily damaged.
@@ Line 4048: / Line 4028: @@
 The test set up will be done before the entire coverage is bonded together and after to assure the extra material added does not prevent the wing and stabilizer from rotating to a value of ± 20° from 0°. The actuator will position the jib, which is located in the main wing. The actuator is positioned and fixed on a central rib to increase the area of movement this is connected to the motor and control unit this is activated by turning on the remote control.
-The stabiliser also needs to complete this motion in almost the same time as the actuator thus a degree of synchronisation must be completed. This is not a vital aspect but a tolerance of 10 seconds is required to ensure the jib and stabiliser communicate in this time frame. The servomotor in the stabiliser also achieves power from the battery and is controlled via remote control from a control unit. The test is conducted in dry condition outside the water.
+The stabiliser also needs to complete this motion in almost the same time as the actuator thus a degree of synchronisation must be completed. This is not a vital aspect but a tolerance of 10 seconds is required to ensure the jib and stabiliser communicates in this time frame. The servomotor in the stabiliser also achieves power from the battery and is controlled via remote control from a control unit. The test is conducted in dry condition outside the water.
-The results indicate that both jib and stabiliser move as expected in dry condition. To improve the undulating movement of the jib, the actuator has been extented so it has a larger angle which can be manually changed by replacing the rod connected to the actuator and jib. This motion of 20 degree's of the jib creates enough movement at the right angle to counteract the wind speed when in operation.
+The results indicate that both jib and stabiliser move as expected in dry condition. To improve the undulating movement of the jib, the actuator has been extended so it has a larger angle, which can be manually changed by replacing the rod connected to the actuator and jib. This motion of 20 degree's of the jib creates enough movement at the right angle to counteract the wind speed when in operation.
-The servomotor in the stabiliser struggled to move due to the reduce torque in the smaller servomotor, this can be reduced by increasing the value of torque of the servomotor to rotate the shaft on the stabiliser. This problem may also be reduced by positioning the servomotor vertically opposed to horizontally so that experience a reduced friction on the shaft. These problems might be solved when the mechanism operates in water because of the water’s damping effect. Both before bonding and bonding tests produced the identical results, the extra material produced no greater resistance to the motion of both parameters.
+The servomotor in the stabiliser struggled to move due to the reduce torque in the smaller servomotor, this can be reduced by increasing the value of torque of the servomotor to rotate the shaft on the stabiliser. Positioning the servomotor vertically opposed to horizontally so that experiences a reduced friction on the shaft may also reduce this problem. These problems might be solved when the mechanism operates in water because of the water’s damping effect. Both before bonding and bonding tests produced the identical results, the extra material produced no greater resistance to the motion of both parameters.
 === 7.10.3 Lift Test ===
-The lift test can only be performed either in a wind tunnel or the outdoor environment in the best conditions, for both conditions the testing plan changes drastically. Since we do not have access to a sufficient wind tunnel the outdoors must suffice, the wing will be positioned on a fabricated steel bracket which is limitedly tied down and weighted to prevent collapse during the lift of the wing. The conditions must be extremely gusty to produce the efficient lift on the wing without flipping and damaging the wing. After every gust is small amounts of the weight are removed from the support bracket, this is done until an upwards lifting force can be seen and tested until its maximum weighted lift. This value will be used to meet the predetermined calculations and justify our decisions in building the wing in this form.
+The lift test can only be performed either in a wind tunnel or the outdoor environment in the best conditions, for both conditions the testing plan changes drastically. Since we do not have access to a sufficient wind tunnel the outdoors must suffice, the wing will be positioned on a fabricated steel bracket that is limitedly tied down and weighted to prevent collapse during the lift of the wing. The conditions must be extremely gusty to produce the efficient lift on the wing without flipping and damaging the wing. After every gust is small amounts of the weight are removed from the support bracket, this is done until an upwards-lifting force can be seen and tested until its maximum weighted lift. This value will be used to meet the predetermined calculations and justify our decisions in building the wing in this form.
-There will be a extent of inaccuracy of this test as it is near impossible to generate wind from the environment and the probability of error is high as well as damage to the wing in these test conditions. Although without a wind tunnel or even a hull to test on the open ocean it is a stepping stone in testing our approach as a product.
+There will be an extent of inaccuracy of this test as it is near impossible to generate wind from the environment and the probability of error is high as well as damage to the wing in these test conditions. Although without a wind tunnel or even a hull to test on the open ocean it is a stepping-stone in testing our approach as a product.
 ==== 7.11 Conclusion ====
 The project development chapter as a while illustrates the process of designing and of possible manufacturing and testing scenarios of a autonomous sailboat. After delicately designing a sailboat concept around the physics principles the end goal was modified to rigid-wing sail. The newly structured task was extremely overwhelming in time and work for each member in the design stage, hence our project was never fully developed into the practical stages of manufacture and testing.
-Although we sought out to define these aspects specifically to compliment our dedication to the project, this began with in-depth manufacturing processes. This process acquired the entire teams full attention to fulfill all preliminary goals of the client by producing a quality work piece that may be used as a final product. The functions and tests of the project have been defined but without a product to test these are only discussion points. Overall the project may be seen as a failure although a vast quantity of research was established, as a quality product requires continuous research to optimize its position in sustainable, innovative and affordable developments.
+Although we sought out to define these aspects specifically to compliment our dedication to the project, this began with in-depth manufacturing processes. This process acquired the entire teams full attention to fulfil all preliminary goals of the client by producing a quality work piece that may be used as a final product. The functions and tests of the project have been defined but without a product to test these are only discussion points. Overall the project may be seen as a failure although a vast quantity of research was established, as a quality product requires continuous research to optimize its position in sustainable, innovative and affordable developments.
-Finally, the last chapter will fulfill the project completion. It will detail the full discussion point made throughout the time spent on the rigid-wing sail and a future development, if we ever chose to or recommend different paths for a similar project.
+Finally, the last chapter will fulfil the project completion. It will detail the full discussion point made throughout the time spent on the rigid-wing sail and a future development, if we ever chose to or recommend different paths for a similar project.
 ===== 8. Conclusions =====
-The initial purpose of this report was to developing and construct a autonomous sailboat. After the research had been concluded our purpose had been altered to the development of a rigid-wing sail, which can be linked with a hull body and be autonomously controlled. The research concentrated on the physics of floating bodies in water and the aerodynamic concept of our wing, drawing attention to sustainability problems of the oceans. During the entire development, the team had to bear in mind the marketability of the final product, sustainability issues as well as ethical and deontological concerns.
+The initial purpose of this report was to developing and construct an autonomous sailboat. After the research had been concluded our purpose had been altered to the development of a rigid-wing sail, which can be linked with a hull body and be autonomously controlled. The research concentrated on the physics of floating bodies in water and the aerodynamic concept of our wing, drawing attention to sustainability problems of the oceans. During the entire development, the team had to bear in mind the marketability of the final product, sustainability issues as well as ethical and deontological concerns.
-This final section presents and discusses the achievements attained during the project timescale. Finally, a prespective on the future developments and what can be provided in enhancing our project succession.
+This final section presents and discusses the achievements attained during the project timescale. Finally, a perspective on the future developments and what can be provided in enhancing our project succession.
 ==== 8.1 Discussion ====
@@ Line 4075: / Line 4055: @@
 Before the design and development of our project could begin as a team we were asked to successfully ornamented project management agenda. These tools were used to produce healthy, effective and logical working structure for the team over the course of the project. The marketing plan was planned and implemented for the ideation of our final product on an international market. It was disclosed to enter a market for clients in the research and development profession but concentrate in later years to manufacture custom platforms for users. In addition, the eco-efficiency measure for our forecasted company to become sustainably stable has been researched. Relevant topics to build a profitable and manageable organization for the environment were researched intensely to produce a policy plan for the foreseeable future. The final preparation required was the ethical concerns that must be addressed for the project and the individuals concerned.
-Based on the state of the art, a rigid-wing sail prototype was developed using principles involve aircraft wings and the stability of a floating object in sea conditions. These physical theories when put into practice ensures steering with a command-response pattern that is easy to handle. The key concepts are the actuator and servomotors control the steering parameters in two variables of the sail design, acting simultaneously to counter act the forces and optimise sail direction. The innovative concept has been incapable of functionality tests due to the short amount of time available for the experimental evaluation, no functionality tests could be performed. Nevertheless, the controllable variables already revealed its potential to control the wing with its concepts research from archives of professional organizations. The expectation to improve the efficiency significantly can be applied by fully testing and adapting the mechanism to fit the suited environment of operation. Our group members have developed in each individual’s respective area of study, project management and ecological rationality. The experience focus was partially on the functionality as a team and how we collaborated, tasked and controlled while being culturally and academically challenged.
+Based on the state of the art, a rigid-wing sail prototype was developed using principles involves aircraft wings and the stability of a floating object in sea conditions. These physical theories when put into practice ensures steering with a command-response pattern that is easy to handle. The key concepts are the actuator and servomotors control the steering parameters in two variables of the sail design, acting simultaneously to counter act the forces and optimise sail direction. The innovative concept has been incapable of functionality tests due to the short amount of time available for the experimental evaluation, no functionality tests could be performed. Nevertheless, the controllable variables already revealed its potential to control the wing with its concepts research from archives of professional organizations. The expectation to improve the efficiency significantly can be applied by fully testing and adapting the mechanism to fit the suited environment of operation. Our group members have developed in each individual’s respective area of study, project management and ecological rationality. The experience focus was partially on the functionality as a team and how we collaborated, tasked and controlled while being culturally and academically challenged.
 ==== 8.2 Future Development ====
 Following this project, we have categorized both short-term and long-term goals that will see provide a fully furnished product to the client. The initial short-term goal will be to establish a wing-sail with quality components and completion of all functional tests with satisfactory results. At this time no initially proposed requirements where practically fulfilled, only the theoretical concepts have been produced for the project. The final short-term goal will be to reduce the amount of toxic and harmful materials, holding paramount the enhancement of safety for the user and environment.
@@ Line 4082: / Line 4062: @@
-Lastly, we suggest to improve the design of the stabiliser. As our design approach suggests that the stabiliser will be moved as a whole, the servo motor has to be stronger and work more. The simple reason for this is the fact that there is a bigger surface to be moved against the wind than in the design approach we suggest in Figure {{ref>flabel155}}. The red arrows display the force of the wind approaching the stabiliser. If you design the stabiliser like this, the smaller arrow will support the movement against the wind by decreasing the total force pushing the surface in the wind direction.
+Lastly, we suggest improving the design of the stabiliser. As our design approach suggests that the stabiliser will be moved as a whole, the servomotor has to be stronger and work more. The simple reason for this is the fact that there is a bigger surface to be moved against the wind than in the design approach we suggest in Figure {{ref>flabel154}}. The red arrows display the force of the wind approaching the stabiliser. If you design the stabiliser like this, the smaller arrow will support the movement against the wind by decreasing the total force pushing the surface in the wind direction.
-Figure {{ref>flabel155}} displays a drawing of an improvement for the functioning of the stabiliser.
+Figure {{ref>flabel154}} displays a drawing of an improvement for the functioning of the stabiliser.
 <WRAP centeralign>
 <figure flabel155>

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