Abstract:
A sailboat symmetrical in the longitudinal direction, but asymmetrical in a cross-sectional plane perpendicular to the longitudinal axis. The sailboat includes a main hull, a mast, a yardarm pivotally attached to a head of the mast, and a sail attached to the yardarm. Also, there is a sponson, a keel section and an outrigger hull. A system for automatically joining the sail sections, as the sail is lowered from the yardarm and a system for automatically separating the sail sections, as the sail is raised onto the yardarm. A system for rotatably pivotally attaching the mast to the main hull. Rudders mounted in the keel and tillers having resilient control elements.

Description:
FIELD OF THE INVENTION 
     The present invention relates generally to monohull and multihull sailboats, and more particularly relates to sailboats of the general type of sailboat known as a proa. 
     BACKGROUND OF THE INVENTION 
     Proa type sailboats are well known in the related art. A proa sailboat typically has two hulls with bows or water cutting pointed ends on each end of the hulls. The hulls are substantially symmetrical about a longitudinal transverse center line, so that the sailboat can move in either direction with equal facility. Typically, there is a larger size main hull and a smaller size outrigger hull outwardly attached from the main hull. Also, the outrigger hull is attached on the windward side of the main hull, which is the side of the main hull that the wind first passes over. A platform can cover the area between the two hulls. Also, the mast and sail are mounted on the main hull, with one corner of the essentially isosceles triangular shaped sail attached to the top of the mast. Normally, the proa sailboat does not include a boom, and the bottom edge of the sail remains essentially parallel to the water surface, for all directions of sailing. Normally the main hull includes a rudder at each end to steer or change the direction of the sailboat. During sailing, the operator normally sits over the outrigger hull or on the platform located between the main hull and the outrigger hull. 
     In operation, a proa can be maneuvered to sail downwind, across the wind or upwind by tacking. In sailing upwind, the procedure differs from that which is practiced by a conventional sailboat having a pointed bow and a flat stern. In a conventional sailboat, during tacking, the bow is always the leading end of the boat. Also, in a conventional sailboat, in order to sail upwind the sailboat must change directions (tack) so that the wind blows over first one side of the sailboat and then when the sailboat direction changes, the wind then blows over the other side of the boat. When the boat changes its direction, the sail and the boom swing over to the other side of the sailboat. Since the boat changes directions, and the wind comes over first one side and then over the other side of the sailboat, a conventional sailboat is designed to be symmetrical in a cross-section perpendicular to the longitudinal axis of the hull. 
     For a proa, in moving upwind, the wind will always blow over the same one side of the sailboat. In tacking, the sail is adjusted and the rudder is moved such that the sailboat changes directions where the leading end going forwards before a tack becomes the trailing end going backwards after the tack. The side of the sailboat that the wind passes over first is known as the windward side, and the opposite side of the sailboat is known as the leeward side. Therefore in a proa, the windward side is always the same side of the sailboat. 
     SUMMARY OF THE INVENTION 
     The present invention provides many improvements over a conventional proa type sailboat. One object of the present invention is to provide a sailboat with a main hull that will have an optimum shape for the sailboat at rest, under way with light winds and under way in heavy winds. Attached to the main hull is an outrigger hull. The outrigger hull is attached to the main hull with telescoping arms that are resiliently mounted to the main hull. Being unlike a typical proa, in the present invention, the operator sits in the main hull and the outrigger hull extends outwardly from the main hull from the leeward side rather than from the windward side of the main hull. 
     Taken in a cross-section perpendicular to the longitudinal axis of the main hull, the sailboat of the present invention is asymmetrically shaped. Hereafter, in the present invention, the side of the main hull that has the extendable outrigger hull will be referred to the “leeward” side of the sailboat, and the side of the main hull that does not have the outrigger hull will be referred to as the “windward” side of the sailboat. When the sailboat is at rest and not moving, the main hull includes an essentially flat portion of the main hull that lies essentially parallel to the water surface. A keel is rigidly attached to the main hull and traverses down the longitudinal underwater length of the main hull. The keel can be mounted so that the bottom of the keel leans toward the leeward side of the main hull. This mounting allows the keel to lie essentially in a perpendicular direction to the water surface when the sailboat is in heavy winds that cause the sailboat to tip toward the leeward side of the sailboat. The keel helps prevent the sailboat from being pushed sideways by the wind force, and by being perpendicular to the water surface, the keel presents a greater surface area to counteract the sideways wind force. The flat portion of the main hull, extends outwardly from the keel to the windward side of the main hull. In addition, a sponson protrudes from the flat portion of the main hull and forms a portion of the windward side of the main hull. In combination, when the sailboat is at rest, the flat portion of the main hull and the sponson provide buoyancy to support the weight of the sailboat and of an operator. At a dock, when the operator steps onto the windward side of the sailboat, the sailboat tips and causes the sponson to further enter the water providing additional buoyancy to support the weight of the operator. Therefore, the sponson can prevent the sailboat from tipping over when an operator is stepping onto the sailboat. Also, when the sailboat is at rest, the outrigger hull can be fully extended away from the main hull to prevent the sailboat from tipping over in the leeward direction, if the operator moves to the leeward side of the main hull. Also, the sailboat can be propelled with paddles or oars. 
     When the sailboat is moving under light wind conditions, a different portion of the main hull is in contact with the water. Since the wind is tipping the sailboat toward the leeward side, the sponson is now removed from the water, thereby eliminating the water drag that would be created by the sponson. In a light wind, the sailboat operator can move toward the windward side of the main hull, and can counteract the tipping force of the wind, so that the sailboat can sail in an upright position. In this upright position, the sponson and the outrigger hull are removed for the water. This results in minimal drag with only a portion of the main hull in contact with the water. The portion of the main hull in contact with the water includes a portion of the flat portion of the main hull along with a portion of the main hull referred to as the light wind portion of the main hull. Also, the keel attached to the main hull, helps prevent the sailboat from being pushed toward the leeward side. The light wind portion of the main hull extends upwardly from the keel to the leeward side of the main hull. In light winds, the sailboat main hull is not planing across the water surface but is acting as a displacement hull. With a displacement hull, the maximum speed of the hull is determined by the ratio of the hull length to the hull width, so that for a given hull length, the speed will increase as the width of the hull decreases. In the present invention, the hull shape in contact with the water in light wind conditions provides a configuration with a reduced width for a given main hull length and total weight being supported. In addition, when the sailboat is essentially in an upright position, the combination of the light wind portion of the main hull and the flat portion of the main hull form a V shape when viewed from the front of the sailboat. This V shape forms a long keel that extends down the length of the sailboat and helps prevent sideways motion toward the leeward side of the sailboat. Since this long main hull shape serves as a keel, the additional keel surface extending into the water can be reduced thereby reducing the water drag created by the keel. 
     When sailing in heavy winds, different portions of the sailboat are in contact with the water. The portion of the main hull in contact with the water includes a portion of the flat section of the main hull, the light wind portion of the main hull, and the leeward side portion of the main hull. In addition, the outrigger hull can be fully extended away from the leeward side of the main hull and can provide buoyancy support to prevent the sailboat from tipping over in the leeward direction. The outrigger hull is attached to the main hull deck by pivoting and extendable arms. The arms are pivotally attached to the main hull deck toward its windward side. On the leeward side of the main hull deck, the arms are resiliently attached so that during rough seas, the movement of the arms can help reduce the shock impact when the outrigger hull strikes the water surface. 
     In heavy winds, the sailboat is tipped toward the leeward side, causing the flat portion of the main hull to move toward a more upright vertical position. At the same time, the light wind portion of the main hull becomes essentially parallel to the water surface, and the leeward side of the main hull enters the water. The light wind portion of the main hull becomes a planing surface to allow the main hull to plane across the water surface. For a given length, a planing hull can travel much faster than a displacement hull. Therefore, during heavy winds, the speed of the sailboat increases when the main hull acts as a planing hull. The leeward side of the main hull is sloping toward the water surface and helps direct water away from the main hull deck. In a similar manner, the flat portion of the main hull and the sponson helps direct the water away from the main hull deck and also, provides lift to the sailboat, keeping the sailboat on top of the water surface in the event that a large wave strikes the sailboat. As previously mentioned, when the sailboat tips in a leeward direction, the keel is brought to an essentially perpendicular direction with respect to the water surface and thereby, has maximum effectiveness in counteracting the sideways force caused by the wind on the sail. The stability provided by the outrigger allows the sailboat to be operated by one person. 
     In heavy winds, another embodiment of the present invention allows the outrigger hull to be retracted into a position against the leeward side of the main hull, thus forming a single main hull. The single main hull configuration allows the operator and crew to sail a high performance planing monohull with the operator and crew extending their weight beyond the windward side of the sailboat. The outrigger retracted against the main hull reduces the drag caused by the outrigger when it is separate from the main hull. Also, the retracted outrigger hull position allows easier transportation and storage of the sailboat because of the minimum width presented by the sailboat when in a monohull configuration. 
     A mast is rotatably and pivotally attached to the main deck of the hull. Typically, the mast is mounted toward the leeward side of the main deck. The mast can be attached to the deck at an angle toward the windward side, so that the mast will be perpendicular to the water surface when the sailboat is tilting in strong winds. In addition to being able to rotate about its longitudinal axis, the mast can be tilted in a forward (fore) or backward (aft) direction, in order to shift the center of pressure of the sail. A mast support apparatus allows the mast to rotate and to be positioned fore and aft. 
     A yardarm is attached to a sail storing apparatus, and the sail storing apparatus is attached to a yardarm support apparatus that is attached to the top of the mast. The yardarm can be tubular in shape and the hollow inside of the tube can be filled with a closed cellular form material to aid in the flotation of the yardarm in case it falls into the water. In another embodiment, the yardarm can have an airfoil shape to reduce air drag and to provide increased lift for the sail. In the present invention, the entire sail is essentially in the shape of an isosceles triangle, with one side of the triangle attached to the yardarm. 
     One embodiment of the present invention, includes a sail including two halves slidingly fastened together by a device such as but not limited to a zipper. The zipper tab is fixedly attached to the sail storing apparatus so that as the sail is rolled onto the yardarm, the sail splits into two halves, with each half rolling onto a section of the yardarm. A halyard line passes through the yardarm support apparatus and is attached to the sail storing apparatus. When an operator pulls on one end of the halyard line, the other end of the halyard line attached to the yardarm support apparatus raises the yardarm to the top of the mast. 
     The center of the yardarm is pivotally mounted by the yardarm support apparatus so that the yardarm may be tilted in a direction causing the center of wind force on the sail to be move forward or aft of the mast. The tilting of the yardarm is controlled by an operator pulling on either a line attached to one end of the yardarm or pulling on a line attached to the opposite end of the yardarm. During sailing, the one free corner of the sail that is not attached to the yardarm is controlled by two control lines. These control lines are also used to unfurl the sail if the sail is furled on the yardarm. To furl the sail on the yardarm, the operator pulls on a furling line that is wound on a drum on the sail storing apparatus. The furling line causes the yardarm to rotate about its longitudinal axis. This yardarm rotation causes the sail to roll up in a stored position on the yardarm. Rather than a cylindrical shape, the yardarms can be an airfoil shape to reduce the drag of the leading edge of the sail. 
     Rudders are pivotally mounted in the keel, with one rudder located near one pointed end of the sailboat and with a second rudder located near the other pointed end of the sailboat. When the sailboat is traveling in a straight line, the rudders are located in the same plane as the keel in order to minimize water drag. For rudder control, the rudders are attached to rudder shafts which are in turn attached to tillers on the deck side of the main hull of the sailboat. A longitudinal resilient cord can be attached between the ends of the two tillers. Also, additional resilient cords can be attached between the tillers and the main deck in a direction perpendicular to the longitudinal axis of the main hull. These resilient cords help maintain the rudders in the same plane as the keel, unless the operator grasps a tiller to cause a rudder to rotate and change the direction of the sailboat. 
     In the present invention, the deck of the main hull includes a cockpit that can accommodate an operator and one crew member. Also, under the deck, is space in the main hull that can provide space for sleeping and storage space for supplies. Also, in the present invention, the main hull of the sailboat is about 16 feet long with a beam or width of about 3½ to 4 feet. The yardarm is about the same length as the main hull length. Of course, the sailboat can be constructed larger or smaller in size and the dimensions given are for illustration purposes only. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The features of the present invention will best be understood from a detailed description of the invention and a preferred embodiment thereof selected for the purposes of illustration and shown in the accompanying drawings in which: 
     FIG. 1 illustrates a side view of the sailboat with the yardarm in a first position, in accordance with a first embodiment of the present invention; 
     FIG. 2 illustrates a side view of the sailboat with the yardarm in a second position, in accordance with a first embodiment of the present invention; 
     FIG. 3 illustrates a top plan view of the main hull and the outrigger hull of the present invention; 
     FIG. 4 illustrates a front plan view of the sailboat at rest; 
     FIG. 5 illustrates a front plan view of the sailboat under light winds; 
     FIG. 6 illustrates a front plan view of the sailboat under heavy winds with the outrigger extended; 
     FIG. 7 illustrates a front plan view of the sailboat under heavy winds with the outrigger retracted; 
     FIG. 8 illustrates a partial cross-sectional plan view of the mast tilting apparatus; 
     FIG. 9 illustrates a perspective view of the sail storing apparatus with the sail fully extended; 
     FIG. 10 illustrates a perspective view of the sail storing apparatus with the sail nearly completely stored; 
     FIG. 11 illustrates a cross-sectional view of another embodiment of the yardarm; 
     FIG. 12 illustrates a side view of the rudder assembly; 
     FIG. 13 illustrates a top plan view of the rudder assembly; and 
     FIG. 14 illustrates a perspective view of the sailboat tacking into the wind. 
     FIG. 15 illustrates a cross-sectional view of another embodiment of the sail attached to the yardarm. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Although certain preferred embodiments of the present invention will be shown and described in detail, it should be understood that various changes and modifications may be made without departing from the scope of the claims. The scope of the present invention will in no way be limited to the number of constituting components, the materials thereof, the shapes thereof, the relative arrangement thereof, etc., and are disclosed simply as an example of the preferred embodiment. The features and advantages of the present invention are illustrated in detail in the accompanying drawings, wherein like reference numerals refer to like elements throughout the drawings. 
     Referring to FIG. 1, there is illustrated a plan view of the sailboat  10  with a yardarm assembly  13 . The yardarm assembly  13  includes a yardarm  12  and a yardarm  15  which lie along the same longitudinal axis. FIG. 1 illustrates the yardarm assembly  13  in a first position in accordance with a first embodiment of the present invention. FIG. 2 illustrates a plan view of the sailboat  10  with the yardarm assembly  13  in a second position, and FIG. 3 illustrates a top plan view of the sailboat  10 . The sailboat  10  includes a main hull  14 , an outrigger hull  16 , a mast  18 , a mast support apparatus  20 , a sail  22 , a keel  24 , rudders  26  and  27 , outrigger arms  28 , and a cockpit  30 . The main hull  14  has pointed ends  32 , a windward side  34 , a leeward side  36 . During sailing, the wind always passes over the windward side  34  first, and then over the leeward side  36 . 
     An operator and one crew member can be accomodated in the cockpit  30  located in the deck  38  of the main hull  14 . Struts  40  support line guides  42  and  44 . Referring to FIGS. 1 and 2, swiveling loops  48  and  50  are attached to the yardarms  12  and  15 . A first end of a control line  46  is attached to the swiveling loop  50 , then the control line  46  passes though line guides  52  and  54  and then the second end of the control line  46  is attached to the swiveling loop  48 . When the yardarm  12  and  15  rotates about its longitudinal axis, the swiveling loops  48  and  50  prevent the line  46  from twisting. 
     Furthermore, the control line  46  may be clamped at the line guides  52  and  54  to hold the yardarm assembly  13  in a fixed angular position relative to the deck  38 . Line guides  52  and  54  are attached to the deck  38 . 
     Referring to FIGS. 1 and 2, a first end of a control line  58  is attached to the corner  56  of the sail  22  and then the control line  58  passes through a line guide  42  and through a line guide  60 . A first end of control line  62  is attached to the corner  56  of the sail  22  and then the control line  62  passes through a line guide  44  and then through a line guide  64 . A second end of the control line  58 , and a second end of the control line  62  can be optionally attached together at location  66 . Line guides  60  and  64  can include a line clamping mechanism that can clamp the control lines  58  and  62  respectively. Also, line guides  60  and  64  are attached to the deck  38 . When sailing, control lines  58  and  62  are used to pull in or let out the corner  56  of the sail  22 . 
     Attached to the head  70  of the mast  18  is a bracket  72 , with a halyard pulley  74  attached to the bracket  72 . Referring to FIG. 9, a sail rolling apparatus  76  includes a halyard loop  78 , a halyard body  80 , a drum  82 , a furling loop  85 , and a zipper tab holder  84 . Yardarms  12  and  15  are rotatably supported by the halyard body  80 , and are attached to drum  82 , such that rotation of drum  82  causes rotation of the yardarms  12  and  15 . A first end of the halyard line  86  is attached to the halyard loop  78 , and passes over the halyard pulley  74 . An operator pulling on the second end of the halyard line  86 , causes the yardarm assembly  13  to be lifted to the head  70  of the mast  18 . Referring to FIGS. 1 and 2, the operator can then tie the halyard line  86  to a cleat  88 , thereby holding the yardarm assembly to the head  70  of the mast  18 . A first end of the furling line  90  is attached to the drum  82 , and a second end of the furling line  90  may be pulled by the operator causing the sail  22  to roll onto the yardarms  12  and  15 . The furling line  90  can then be tied to the cleat  92 . 
     Illustrated in FIG. 4, is a front plan view of the sailboat  10  at rest. Taken in a cross-section perpendicular to the longitudinal axis of the main hull, the sailboat  10  is asymmetrically shaped. The asymmetrical shape allows the sailboat  10  to have an optimized surface in contact with the water for every wind condition and direction of sailing. When the sailboat  10  is at rest and not moving, the main hull  14 , includes a flat portion  100  of that lies essentially parallel to the water surface  102 . The keel  24  is rigidly attached to the main hull  14  and traverses down the longitudinal underwater length of the main hull  14 . The keel  24  can be mounted so that the bottom  104  of the keel  24  leans toward the leeward side  36  of the main hull  14 . This mounting allows the keel  24  to lie perpendicular to the water surface  102  when the sailboat  10  is in heavy winds causing the sailboat  10  to tip toward the leeward side  36  (FIG.  6 ). The keel  24  helps prevent the sailboat  10  from being pushed sideways by the wind force  106 , and by being perpendicular to the water surface  102 , the keel  24  presents a greater surface area to counteract the sideways wind force  106 . 
     Referring to FIG. 4, the flat portion  100  of the main hull  14 , extends outwardly from the keel  24  to the windward side  34  of the main hull  14 . A sponson  108  protrudes from the flat portion  100  of the main hull  14 , and forms a portion of the windward side  34  of the main hull  14 . In combination, when the sailboat  10  is at rest, the flat portion  100  of the main hull  14  and the sponson  108 , provide buoyancy to support the weight of the sailboat  10  and of an operator. At a dock, when the operator steps onto the windward side  34  of the sailboat  10 , the sailboat tips and causes an additional portion of the sponson  108  to enter the water  110 , in which case the sponson  108  provides additional buoyancy to support the weight of the operator. Therefore, the sponson  108  can prevent the sailboat  10  from tipping over when an operator is stepping onto the sailboat  10 . Also, when the sailboat  10  is at rest, the outrigger arms  28 , can be fully extended moving the outrigger hull  16  to a fully extended position away from the main hull  14 . The outrigger hull  16  can therefore prevent the sailboat  10  from tipping over toward the leeward side  36  direction, if an operator transfers weight over to the leeward side  36  of the main hull  14 . The operator can also retract the outrigger hull  16  against the main hull  14 , and can use a paddle (not shown) to paddle the sailboat  10  in still water. 
     FIG. 5 illustrates a front plan view of the sailboat  10  under light winds. In light wind conditions, the wind  110 A is tipping the sailboat  10  toward the leeward side  36 , and the sponson  108  is removed from the water  110 , thereby eliminating the water drag that would be created by the sponson  108 . In a light wind the sailboat operator can move toward the windward side  34  of the main hull  14 , and can counteract the tipping force of the wind, so that the sailboat  10  can sail in an upright position. In this upright position, both the sponson  108  and the outrigger hull  16  are both removed from the water  110 . The main hull  14  in contact with the water  110  includes a portion of the flat portion  100  of the main hull  14 , along with a portion of the main hull  14 , referred to as the light wind portion  112  of the main hull  14 . Also, the keel  24  attached to the main hull  14 , helps prevent the sailboat  10  from being pushed toward the leeward side  36 , by counteracting the sideways force of the wind. The light wind portion  112  of the main hull  14  is not planing across the water surface  102 , but is acting as a displacement hull. In a displacement hull, the maximum speed of the hull is determined by the ratio of the hull length to the hull width, so for a given hull length, the speed will increase as the width of the hull decreases. In the present invention, the hull shape in contact with the water in light wind conditions provides a configuration with the minimum width for a given hull length and total weight being supported. In addition, as illustrated in FIG. 5, when the sailboat  10  is in an upright position, the combination of the light wind portion  112  of the main hull  14  and the flat portion  100  of the main hull  14  form a V shape when viewed from the front of the sailboat  10 . This V shape form extends down the length of the sailboat  10 , and helps prevent sideways motion toward the leeward side  36  of the sailboat  10 . Since this shape serves as a keel, the actual keel  24  surface extending into the water  110  can be minimized, thereby minimizing the water drag created by the keel  24 . 
     FIG. 6 illustrates a front plan view of the sailboat  10  under heavy winds with the outrigger hull  16  fully extended. In heavy winds, the sailboat  10  is tipped toward the leeward side  36 , causing the sponson  108  to be completely removed from the water  110 . The portion of the main hull  14  in contact with the water  110 , includes a portion of the flat portion  100  of the main hull  14 , along with the light wind portion  112  of the main hull  14 , the leeward side  36  of the main hull  14 , and the outrigger hull  16 . 
     Also, the flat portion  100  of the main hull  14  is in a more upright vertical position. At the same time, the light wind portion  112  of the main hull  14  becomes a planing surface allowing the main hull  14  to plane across the water surface  102 . For a given length, a planing hull can travel much faster than a displacement hull, so therefore during heavy winds, the speed of the sailboat  10  increases when the main hull  14  acts as a planing hull. The leeward side  36  of the main hull  14  is sloping toward the water surface  102 , and helps direct water  110  away from the main hull  14  deck  38 . In a similar manner, the flat portion  100  of the main hull  14 , and the sponson  108  help direct the water away from the deck  38 , and also provide lift to the sailboat  10 , keeping the sailboat  10  on top of the water surface, in the event that a large wave strikes the sailboat  10 . As previously mentioned, when the sailboat  10  tips toward the leeward side  36 , the keel  24  is brought to a perpendicular direction with respect to the water surface  102 , and thereby, has maximum effectiveness in counteracting the sideways movement caused by the wind  106  on the sail  22  (not shown). 
     In addition, the outrigger hull  16  can be fully extended away from the leeward side  36  of the main hull  14 , and can provide buoyancy support to prevent the sailboat  10  from tipping over toward the leeward side  36 . The outrigger hull  16  is attached to the deck  38  by pivoting and extendable outrigger arms  28 . As illustrated in FIGS. 3 and 6, the outrigger arms  28  include outer struts  116 , slidably received in inner struts  114 . For each outrigger arm  28 , a first end of the outer strut  116  is attached to the outrigger hull  16 . A second end of the outer strut  116  is received in a first end of the inner strut  114 . The outer struts  116  can be locked in a given position relative to the inner struts  114  by means of clamps  118 . A second end of the inner strut  114  is pivotally attached to the deck  38  by a bracket  121 . A first end of a resilient member  120  is attached to the inner strut  114  and a second end of the resilient member  120  is attached to the deck  38 . Referring to FIG. 6, during rough seas, the resilient member  120  allows the outrigger arm  28  to move relative to the deck  38 . This movement helps reduce the shock impact that occurs when the outrigger hull  16  impacts the water surface  102 . The resilient member  120  can be, but is not limited to a resilient material such as rubber. 
     In heavy winds, referring to FIG. 7, another embodiment of the present invention, allows the outrigger hull  16  to be retracted into a position against the leeward side  36  of the main hull  14 , forming a single main hull  14 . The clamp  118  on each outrigger arm  28  is loosened allowing the outer strut  116  to move within the inner strut  114 , until the outrigger hull  16  is brought into contact with the main hull  14 . Then the clamp  188  in tightened locking the outer strut  116  to the inner strut  114 . In FIG. 3, the retracted outrigger hull  16  position is illustrated by a phantom line  124 . With the outrigger hull  16  in contact with the leeward side  36  of the main hull  14 , as shown in FIG. 7, an operator  128  and an optional crew member can sail the sailboat  10  in a planing monohull configuration. This monohull sailing provides an exciting challenge to the operator  128  and the optional crew member because they must extend their weight beyond the windward side of the main hull  14 , in order to keep the sailboat  10  from being tipped over by the strong wind  106 . The retracted outrigger hull  16  reduces the drag compared to an extended outrigger hull  16 , thereby increasing the sailboat  10  speed. The retracted outrigger hull  16  position, also provides easier transportation and storage of the sailboat  10 , because of the reduced width presented by the sailboat  10 . 
     Referring to FIG. 3, the mast  18 , is rotatably and pivotally attached to the deck  38 , and is mounted toward the leeward side  36  of the deck  38 . The mast  18  can also be mounted in a fixed position, leaning toward the windward side  34 , so that the mast  18  can be essentially perpendicular to the water surface  102  when the sailboat  10  leans toward the leeward side  36 . FIG. 8 illustrates the mast support apparatus  20  mounted in a housing  130  in the main deck  38 . The vertical wall  144  shown in FIG. 3 is not shown in the cross-sectional perspective view of FIG.  8 . The mast support apparatus  20  includes a mast sleeve  132 , gears  134  and  135 , a shaft  136 , gear racks  138  and  139 , a socket  150 , and a locking lever  140 . The mast  18  is pivotally received in a first end of the mast sleeve  132 , allowing the mast  18  to rotate relative to the deck  38 . A second end of the mast sleeve  132  rests in a socket  150 . The socket  150  is attached to the bottom surface  142  of the housing  130 . The gears  134  and  135  and the mast shaft  132  are pivotally mounted on the shaft  136 , with the mast sleeve  132  positioned between the gears  134  and  135 . Gear racks  138  and  139  are rigidly attached to the housing  130 . The gears  134  and  135  engage with the gear racks  138  and  139 , and allow the mast  18  to move in a fore and aft direction shown by the arrow  145  in FIG.  8 . The locking lever  140  is pivotally attached to the mast sleeve  132  and can rotate in an upward and downward direction. When rotated in a downward direction, the locking lever  140  engages one of the notches  152  in the gear  135  and allows the operator to lock the mast  18  in a fixed fore and aft location. When pivoted in an upward direction, the locking lever  140  disengages with the notch  152  in the gear  135 , and thereby allows the operator to move the mast  18  in a fore and aft direction  144 . 
     FIGS. 9 and 10 illustrate the sail rolling apparatus  76 , used to store the sail  22 . In FIG. 9, control lines  58  and  62  are pulled in a downward direction, causing the sail  22  to become fully extended. The sail  22  has two elements  162  and  164  that are joined together by a slidable fastener, such as but not limited to a zipper  166 . A first end  168  of the zipper  166  starts at a top edge  170  of the sail  22 , and a second end  172  of the zipper  166  ends at a location  172  located near the corner  56  of the sail  22 . The zipper  166  is opened and closed by a zipper tab  160 . The zipper tab  160  is attached to the zipper tab holder  84 . As the sail  22  extends, the yardarms  12  and  15 , and the drum  82  rotate causing the furling line  90  to wind on the drum  82 . The furling line  90  is guided on the drum by the furling loop  85 . At the same time, the zipper tab  160  causes the two elements  162  and  164  of the sail  22  to join together. 
     FIG. 10 illustrates the sail  22  being stored on the yardarm assembly  13 . To store the sail  22 , the operator, pulls the furling line  90  in a downward direction causing the drum  82 , and the yardarms  12  and  15  to rotate. The rotation of the yardarms  12  and  15 , cause the two sail elements  162  and  164  to roll on the yardarms  12  and  15 . As the two sail elements  162  and  164  are drawn in an upward direction, the zipper tab  160  causes the zipper  166  to split into the unzipped elements  176  and  178 , and thereby allowing the sail elements  162  and  164  to split apart and to be rolled onto the yardarms  12  and  15 . 
     FIG. 11 illustrates the cross-sectional shape of another embodiment of the yardarm assembly  13 . In this embodiment, the yardarm assembly  13  rather than having a circular cross-section, has an airfoil  180  cross-section, in order to reduce the drag caused by separated flow. The sail  22  can be rolled and stored in a similar fashion, as has been described for FIG.  10 . The yardarm assembly  13 , can be filled with, but is not limited to a material such as a closed cellular foam buoyancy type material. The buoyancy material will aid in the flotation of the yardarm assembly  13  in case it falls in the water. Also, the foam type material can provide stiffening to the yardarms  12  and  15 . 
     Another embodiment of the sail  22  attachment to a yardarm  12  is illustrated in FIG. 15. A cross-sectional view of a cylindrical yardarm  12  is illustrated with a sail  22 . The sail  22  is attached to itself at location  280 , by sewing or other suitable means. A pocket  282  is formed and the sail is slid over the yardarm  12 , and attached by the use of snaps  284  to the yardarm  12 . The attachment means is not limited to snaps  284 , but can include other means, such as but not limited to hook and eye fasteners. The pocket  282  forms an airfoil shape that reduces the drag and provides lift with the wind  106  passing over the yardarm  12 . 
     FIGS. 12 and 13 illustrate the rudder assemblies  200  and  204 . Rudder assembly  200  includes a rudder  26 , a shaft  202  and a tiller  208 . The shaft  202  passes through athrough hole  206  in the main hull  14  and a first end of the shaft  202  is attached to the rudder  26  and a second end of the shaft  202  is attached to the tiller  208 . The shaft  202  is preferably attached toward the end  216  of the rudder  26 , and the shaft  202  can rotate in the through hole  206 . Rudder assembly  204  includes a rudder  27 , a shaft  210 , and a tiller  212 . The shaft  210  passes through a through hole  214  in the main hull  14 , and a first end of the shaft  214  is attached to the rudder  27  and a second end of the shaft  214  is attached to the tiller  212 . The shaft  214  is preferably attached toward the end  218  of the rudder  27 , and the shaft  214  can rotate in the through hole  214 . When the sailboat  10  is traveling in a straight line, the rudders  26  and  27  are located in the same plane as the keel  24  in order to minimize water drag. 
     FIG. 13 illustrates a top plan view of the rudder assemblies  200  and  204 . For steering, the operator moves the tillers  208  and  212 . A resilient element  216  can link the tillers  208  and  212 . The resilient element  216  can be, but is not limited to a rubber shock cord. Struts  220 ,  222 ,  224 , and  226  are mounted to the deck  38 . Resilient elements  228 ,  230 ,  232 , and  234  link the struts  220 ,  222 ,  224  and  226  with the tiller  208  and  212 . The tension provided by the resilient elements  216 ,  228 ,  230 ,  232 , and  234  can be adjusted to provide steering such that the sailboat  10  will turn into the wind and stop if the operator releases the tillers  208  and  212 . 
     Referring to FIG. 14, the method of maneuvering the sailboat  10  upwind will be described. Reference to FIG.  1  and FIG. 2 will be made in order to show the sail and control line configurations. The wind direction  260  is illustrated in FIG. 14, and when the sailboat  10  is on a course  250 , the control line  46  is tightened, drawing the swiveling loop  48  on the yardarm  15  toward the line guide  54 , as illustrated in FIG.  1 . Control line  58  attached to the corner  56  of the sail  22 , is used to control the sail  22  (FIG.  1 ), and the tiller  208  (FIG.  12 ), controlling the rudder  26  position, is used to control the sailboat direction. When the sailboat  10  reaches the point designated  252 , the position of the sail is changed from FIG. 1 to FIG. 2 where the control line  46  is tightened, drawing the swiveling loop  50  on the yardarm  12  toward the line guide  52 , as illustrated in FIG.  2 . Control line  62  attached to the corner  56  of the sail  22 , is used to control the sail  22 , and the tiller  212  (FIG. 12) controlling the rudder  27  is used to control the sailboat direction along course  254 . When the sailboat  10  reaches the point designated  256 , to change to the course  258 , the position of the sail  22  and the control line and tiller configuration is the same as used in the  250  course heading. During sailing, the fore and aft location of the mast  18  can be varied in order to change the location of the center of pressure of the sail relative to the keel  24  (FIG.  8 ). As illustrated in FIG. 14, the direction of motion of the hull  14  changes, while the windward  34  side of the hull  14  remains the same. 
     The foregoing description of the present invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed, and many modifications and variations are possible in light of the above teaching. Such modifications and variations that may be apparent to a person skilled in the art are intended to be included within the scope of this invention as defined by the accompanying claims.