Contributions to two missions are presented. The first is a demonstration mission called CanX-7 that uses a 4 square metre drag sail to de-orbit a 3.5 kg satellite. In order to estimate the effectiveness of the drag sail, a novel method is developed that takes into account the time-varying nature of the projected drag area. The Space Flight Laboratory designed drag sail is shown to be sufficient to de-orbit the CanX-7 spacecraft within the 25 year requirement. The Antarctic Broadband demonstrator spacecraft is a 20 cm cubical nanosatellite that will demonstrate the feasibility of a Ka-band link between the research community in Antarctica and stakeholders in Australia. In support of this mission, a passive thermal control subsystem is designed that will keep all the components within their operational temperature limits at all times throughout the mission.

No description available.

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

The topic of this master‘s thesis is design and analysis of a sailing boat in accordance with ergonomic and technological requirements. The goal is to create a sailing boat, which will be modern, visually interesting and which and which will take future development of both design and technology into account.

No description available.

The first image depicted of sail are in Egypt and dated to the late fourth millennium BC. Around the third millennium BC the introduction of sail began in the eastern Mediterranean.Some researchers do not believe that sail have existed in Scandinavia until about 8th century AD. The reason for this is because of the lack of archaeological evidence. The question that may be asked is whether it is reasonable that it took about 3000-3500 years for the sail to getto Scandinavia from the eastern Mediterranean? The purpose of this essay is to examine and describe which indications that are available to support the occurrence of the sail in Scandinavia during the Bronze Age. Indications will be studied in trade contacts, rock art boats, and boat constructions.The study is relevant to gain a greater understanding of the Scandinavia´s movements on the open water, trade contacts and boat construction during the Bronze Age.The result reveals that Scandinavia probably had an indirect contact with areas that used sails. Indications for contact with areas in Europe are shown by imports and exports of amber,metals, artefacts and similarities between rock carvings depicting ships. Some of Scandinavia´s rock art boats seem to show attributes such as mast and sails, but it is difficult to get an understanding by looking at the pictures only. One idea is that a change is required in the keel of the boats for sailing. The result reveals that an alternative to keel may have been double steering oars. From an experimental archaeological survey of Bengtsson & Bengtsson (2011), it seems that Scandinavian Bronze Age boats have managed to get sailed. / Den första avbilden av segel finns i Egypten och dateras till ca år 4000 f.Kr. Runt ca år 3000f.Kr. uppkommer segel i östra Medelhavsområdet, Persiska viken och möjligen Indien. I Skandinavien anser en del forskare att segel inte har existerat förrän ca 700 år e.Kr., då inga arkeologiska bevis för mast eller segel förekommer. Frågan som kan ställas är om det är rimligt att seglet har tagit omkring 3000-3500 år att nå Skandinavien från östra Medelhavsområdet? Syftet med studien är att undersöka och redogöra för vilka indikationer som finns för att seglet kan ha förekommit i Skandinavien under bronsåldern. Frågeställningarna har varit: Var Skandinavien i kontakt med områden som nyttjade segel eller hade kunskap om dem under bronsåldern? Vilka belägg finns för att kontakter med områden i Europa harförekommit? Kan hällbilderna från bronsåldern i Skandinavien tolkas ha mast och segel? Vad krävs i en båtkonstruktion för att den skall kunna segla? Har skandinaviska bronsåldersbåtar haft en båtkonstruktion som klarat av segling? Teorin som antagits i föreliggande uppsats har varit Bengtsson & Bengtssons (2011) som antar att segel kan ha uppkommit tidigare i Skandinavien, möjligtvis redan under bronsåldern. Studien utfördes genom en litteraturöversikt och metoden var empirisk och komperativ då forskares åsikter, antaganden och resultat från deras undersökningar jämfördes och presenterades utifrån frågeställningarnai analysen. En avgränsning har funnits genom att undersökningen främst berört områden därmast och segel kan tolkas ha förekommit samt på platser där tidigare forskning behandlat Skandinaviens hällristningar. Ytterligare avgränsning har funnits genom att en ingåendebeskrivning av hur båtkonstruktionen hos bronsåldersbåtarna såg ut, ej har angivits i detalj, utan i stället har de funktioner som ansetts viktiga för en möjlig introduktion av segel i Skandinavien främst undersökts. Resultatet visar utifrån analysen och diskussionen kring frågeställningarna att indikationerframkommer för att möjligheten finns för att segel förekom i Skandinavien under bronsåldern.

This research examines the perceptions of program alumni from Class Afloat – a particular tall ship sailing study school – with a view for perceived personal and social development during the experience and since, through an Aristotelian virtue lens. Set at the disciplinary intersection of Aristotelian virtue theory and experiential education, self-reporting through survey and interview are analyzed to understand how program alumni perceive the experience as catalyzing or accelerating personal growth (including self-determination, responsibility, attentional flexibility, discipline, courage, moderate self-awareness, perspective, and realistic optimism) and social growth (including friendship, care for the other, empathy, humility, and loyalty) in a deeper attempt to assess perceived growth in practical wisdom, or phronesis, the practice of which mediates over and is constituted by these personal and social virtues. Program alumni are drawn from a large chronological range of cohorts (1985-2012) to best appreciate Aristotle’s notion that a flourishing life (one with developed and active practical wisdom) must be measured across a full life. In the end, the data suggests participation was significant in paradigmatic ways, leading to personal and social growth which extends far beyond the experience itself, impacting participant value commitments, personal identity, and ability to make practical wise decisions.