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Sailing Holidays France - Free Sailing Guide | Zizoo Aug 04, �� A boat is a watercraft of a large range of types and sizes, but generally smaller than a ship, which is distinguished by its larger size, shape, cargo or passenger capacity, or its ability to carry boats.. Small boats are typically found on inland waterways such as rivers and lakes, or in protected coastal myboat334 boatplansr, some boats, such as the whaleboat, were intended for use in an offshore. Sep 30, �� The Kon-Tiki expedition was a journey by raft across the Pacific Ocean from South America to the Polynesian islands, led by Norwegian explorer and writer Thor myboat334 boatplans raft was named Kon-Tiki after the Inca god Viracocha, for whom "Kon-Tiki" was said to be an old name. Kon-Tiki is also the name of Heyerdahl's book, the Academy Award-winning documentary film chronicling Cited by: Discover news, boats projects, construction in progress, naming ceremonies (photo) and launchings, traditional boats gathering, technical advice Services and projects The projects that illustrate the services that I can do for you: custom boat design, yachts or traditional boats restoration, sail plans, hull lines measurement, surveys.
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Cruising can include extended offshore and ocean-crossing trips, coastal sailing within sight of land, and daysailing. Until the mid of the 19th century, sailing ships were the primary means for marine commerce; this period is known as the Age of Sail. Throughout history sailing has been instrumental in the development of civilization, affording humanity greater mobility than travel overland, whether for trade, transport or warfare, and the capacity for fishing. The earliest representation of a ship under sail appears on a painted disc found in Kuwait dating between and BC.

They would go selling and teaching other civilizations how to build, sail, and navigate the ships. There were improvements in sails, masts and rigging ; improvements in marine navigation, including the cross tree and charts of both the sea and constellations, allowed more certainty in sea travel. From the 15th century onwards, European ships went further north, stayed longer on the Grand Banks and in the Gulf of St.

Lawrence , and eventually began to explore the Pacific Northwest and the Western Arctic. According to Jett, the Egyptians used a bipod mast to support a sail that allowed a reed craft to travel upriver with a following wind, as late as BC. Such sails evolved into the square-sail rig that persisted up to the 19th century. The physics of sailing arises from a balance of forces between the wind powering the sailing craft as it passes over its sails and the resistance by the sailing craft against being blown off course, which is provided in the water by the keel , rudder , underwater foils and other elements of the underbody of a sailboat, on ice by the runners of an ice boat , or on land by the wheels of a sail-powered land vehicle.

Forces on sails depend on wind speed and direction and the speed and direction of the craft. The speed of the craft at a given point of sail contributes to the " apparent wind "�the wind speed and direction as measured on the moving craft. Depending on the alignment of the sail with the apparent wind angle of attack , lift or drag may be the predominant propulsive component. Depending on the angle of attack of a set of sails with respect to the apparent wind, each sail is providing motive force to the sailing craft either from lift-dominant attached flow or drag-dominant separated flow.

Additionally, sails may interact with one another to create forces that are different from the sum of the individual contributions of each sail, when used alone. The term " velocity " refers both to speed and direction. As applied to wind, apparent wind velocity V A is the air velocity acting upon the leading edge of the most forward sail or as experienced by instrumentation or crew on a moving sailing craft.

In nautical terminology , wind speeds are normally expressed in knots and wind angles in degrees. All sailing craft reach a constant forward velocity V B for a given true wind velocity V T and point of sail.

The craft's point of sail affects its velocity for a given true wind velocity. Likewise, the directly downwind speed of all conventional sailing craft is limited to the true wind speed. As a sailboat sails further from the wind, the apparent wind becomes smaller and the lateral component becomes less; boat speed is highest on the beam reach. In order to act like an airfoil, the sail on a sailboat is sheeted further out as the course is further off the wind. In order to act like an airfoil, the sail on an iceboat is sheeted in for all three points of sail.

Lift on a sail, acting as an airfoil , occurs in a direction perpendicular to the incident airstream the apparent wind velocity for the headsail and is a result of pressure differences between the windward and leeward surfaces and depends on the angle of attack, sail shape, air density, and speed of the apparent wind.

The lift force results from the average pressure on the windward surface of the sail being higher than the average pressure on the leeward side. As air follows a curved path along the windward side of a sail, there is a pressure gradient perpendicular to the flow direction with higher pressure on the outside of the curve and lower pressure on the inside. To generate lift, a sail must present an " angle of attack " between the chord line of the sail and the apparent wind velocity.

The angle of attack is a function of both the craft's point of sail and how the sail is adjusted with respect to the apparent wind. As the lift generated by a sail increases, so does lift-induced drag , which together with parasitic drag constitute total drag , which acts in a direction parallel to the incident airstream. This occurs as the angle of attack increases with sail trim or change of course and causes the lift coefficient to increase up to the point of aerodynamic stall along with the lift-induced drag coefficient.

At the onset of stall, lift is abruptly decreased, as is lift-induced drag. Sails with the apparent wind behind them especially going downwind operate in a stalled condition. Lift and drag are components of the total aerodynamic force on sail, which are resisted by forces in the water for a boat or on the traveled surface for an iceboat or land sailing craft.

Sails act in two basic modes; under the lift-predominant mode, the sail behaves in a manner analogous to a wing with airflow attached to both surfaces; under the drag-predominant mode, the sail acts in a manner analogous to a parachute with airflow in detached flow, eddying around the sail.

Sails allow the progress of a sailing craft to windward, thanks to their ability to generate lift and the craft's ability to resist the lateral forces that result. Each sail configuration has a characteristic coefficient of lift and attendant coefficient of drag, which can be determined experimentally and calculated theoretically. Sailing craft orient their sails with a favorable angle of attack between the entry point of the sail and the apparent wind even as their course changes.

The ability to generate lift is limited by sailing too close to the wind when no effective angle of attack is available to generate lift causing luffing and sailing sufficiently off the wind that the sail cannot be oriented at a favorable angle of attack to prevent the sail from stalling with flow separation.

When sailing craft are on a course where the angle between the sail and the apparent wind the angle of attack exceeds the point of maximum lift, separation of flow occurs. In addition to the sails used upwind, spinnakers provide area and curvature appropriate for sailing with separated flow on downwind points of sail, analogous to parachutes, which provide both lift and drag.

Spinnaker cross-section trimmed for a broad reach showing transition from the boundary layer to separated flow where vortex shedding commences. Wind speed increases with height above the surface; at the same time, wind speed may vary over short periods of time as gusts. Wind shear affects sailing craft in motion by presenting a different wind speed and direction at different heights along the mast. Wind shear occurs because of friction above a water surface slowing the flow of air. Additionally, apparent wind direction moves aft with height above water, which may necessitate a corresponding twist in the shape of the sail to achieve attached flow with height.

Gusts may be predicted by the same value that serves as an exponent for wind shear, serving as a gust factor. So, one can expect gusts to be about 1. This, combined with changes in wind direction suggest the degree to which a sailing craft must adjust sail angle to wind gusts on a given course.

A sailing craft's ability to derive power from the wind depends on the point of sail it is on�the direction of travel under sail in relation to the true wind direction over the surface. In points of sail that range from close-hauled to a broad reach, sails act substantially like a wing, with lift predominantly propelling the craft. In points of sail from a broad reach to down wind, sails act substantially like a parachute, with drag predominantly propelling the craft.

For craft with little forward resistance ice boats and land yachts , this transition occurs further off the wind than for sailboats and sailing ships. Wind direction for points of sail always refers to the true wind �the wind felt by a stationary observer. The apparent wind �the wind felt by an observer on a moving sailing craft�determines the motive power for sailing craft.

The waves give an indication of the true wind direction. The pennant Canadian flag gives an indication of apparent wind direction. Reaching : the pennant is streaming slightly to the side as the sails are sheeted to align with the apparent wind. Running : the wind is coming from behind the vessel; the sails are "wing and wing" to be at right angles to the apparent wind.

True wind velocity V T combines with the sailing craft's velocity V B to be the apparent wind velocity V A , the air velocity experienced by instrumentation or crew on a moving sailing craft.

Apparent wind velocity provides the motive power for the sails on any given point of sail. It varies from being the true wind velocity of a stopped craft in irons in the no-go zone to being faster than the true wind speed as the sailing craft's velocity adds to the true windspeed on a reach, to diminishing towards zero, as a sailing craft sails dead downwind.

Sailing craft A is close-hauled. Sailing craft B is on a beam reach. Sailing craft C is on a broad reach.

Boat velocity in black generates an equal and opposite apparent wind component not shown , which adds to the true wind to become apparent wind. Apparent wind and forces on a sailboat. As the boat sails further from the wind, the apparent wind becomes smaller and the lateral component becomes less; boat speed is highest on the beam reach.

Apparent wind on an iceboat. As the iceboat sails further from the wind, the apparent wind increases slightly and the boat speed is highest on the broad reach.

The sail is sheeted in for all three points of sail. The speed of sailboats through the water is limited by the resistance that results from hull drag in the water. Ice boats typically have the least resistance to forward motion of any sailing craft. On conventional sailboats, the sails are set to create lift for those points of sail where it's possible to align the leading edge of the sail with the apparent wind. For a sailboat, point of sail affects lateral force significantly.

The higher the boat points to the wind under sail, the stronger the lateral force, which requires resistance from a keel or other underwater foils, including daggerboard, centerboard, skeg, and rudder. Lateral force also induces heeling in a sailboat, which requires resistance by weight of ballast from the crew or the boat itself and by the shape of the boat, especially with a catamaran.

As the boat points off the wind, lateral force and the forces required to resist it become less important. Wind and currents are important factors to plan on for both offshore and inshore sailing. Predicting the availability, strength and direction of the wind is key to using its power along the desired course. Ocean currents, tides and river currents may deflect a sailing vessel from its desired course. If the desired course is within the no-go zone, then the sailing craft must follow a zig-zag route into the wind to reach its waypoint or destination.

Downwind, certain high-performance sailing craft can reach the destination more quickly by following a zig-zag route on a series of broad reaches. Negotiating obstructions or a channel may also require a change of direction with respect to the wind, necessitating changing of tack with the wind on the opposite side of the craft, from before.

Changing tack is called tacking when the wind crosses over the bow of the craft as it turns and jibing or gybing if the wind passes over the stern. Winds and oceanic currents are both the result of the sun powering their respective fluid media.

Wind powers the sailing craft and the ocean bears the craft on its course, as currents may alter the course of a sailing vessel on the ocean or a river. A sailing craft can sail on a course anywhere outside of its no-go zone. Because the lateral wind forces are highest on a sailing vessel, close-hauled and beating to windward, the resisting water forces around the vessel's keel, centerboard, rudder and other foils is also highest to mitigate leeway �the vessel sliding to leeward of its course.

Ice boats and land yachts minimize lateral motion with sidewise resistance from their blades or wheels. Tacking from starboard tack to port tack. Wind shown in red.

Beating to windward with tacking points shown from starboard to port tack at points 1. Tacking or coming about is a maneuver by which a sailing craft turns its bow into and through the wind called the "eye of the wind" so that the apparent wind changes from one side to the other, allowing progress on the opposite tack. Fore-and-aft rigs allow their sails to hang limp as they tack; square rigs must present the full frontal area of the sail to the wind, when changing from side to side; and windsurfers have flexibly pivoting and fully rotating masts that get flipped from side to side.

A sailing craft can travel directly downwind only at a speed that is less than the wind speed. However, a variety of sailing craft can achieve a higher downwind velocity made good by traveling on a series of broad reaches, punctuated by jibes in between. This is true of iceboats and sand yachts. On the water it was explored by sailing vessels, starting in , and now extends to high-performance skiffs, catamarans and foiling sailboats.

Navigating a channel or a downwind course among obstructions may necessitate changes in direction that require a change of tack, accomplished with a jibe. Jibing or gybing is a sailing maneuver by which a sailing craft turns its stern past the eye of the wind so that the apparent wind changes from one side to the other, allowing progress on the opposite tack.

This maneuver can be done on smaller boats by pulling the tiller towards yourself the opposite side of the sail. Fore-and-aft sails with booms, gaffs, or sprits are unstable when the free endpoints into the eye of the wind and must be controlled to avoid a violent change to the other side; square rigs as they present the full area of the sail to the wind from the rear experience little change of operation from one tack to the other; and windsurfers again have flexibly pivoting and fully rotating masts that get flipped from side to side.

The most basic control of the sail consists of setting its angle relative to the wind. The control line that accomplishes this is called a "sheet. Finer controls adjust the overall shape of the sail. Two or more sails are frequently combined to maximize the smooth flow of air. The sails are adjusted to create a smooth laminar flow over the sail surfaces. This is called the "slot effect". The combined sails fit into an imaginary aerofoil outline, so that the most forward sails are more in line with the wind, whereas the more aft sails are more in line with the course followed.

The combined efficiency of this sail plan is greater than the sum of each sail used in isolation. An important safety aspect of sailing is to adjust the amount of sail to suit the wind conditions. As the wind speed increases the crew should progressively reduce the amount of sail. On a small boat with only jib and mainsail this is done by furling the jib and by partially lowering the mainsail, a process called 'reefing the main'.

Reefing means reducing the area of a sail without actually changing it for a smaller sail. Ideally, reefing does not only result in a reduced sail area but also in a lower centre of effort from the sails, reducing the heeling moment and keeping the boat more upright.

Mainsail furling systems have become increasingly popular on cruising yachts, as they can be operated shorthanded and from the cockpit, in most cases. However, the sail can become jammed in the mast or boom slot if not operated correctly.

Mainsail furling is almost never used while racing because it results in a less efficient sail profile. The classical slab-reefing method is the most widely used. Mainsail furling has an additional disadvantage in that its complicated gear may somewhat increase weight aloft. However, as the size of the boat increases, the benefits of mainsail roller furling increase dramatically.

An old saying goes, "Once you've realized it's time to reef, it's too late". A similar one says, "The time to reef is when you first think about it". Hull trim is the adjustment of a boat's loading so as to change its fore-and-aft attitude in the water. In small boats, it is done by positioning the crew. In larger boats, the weight of a person has less effect on the hull trim, but it can be adjusted by shifting gear, fuel, water, or supplies. Different hull trim efforts are required for different kinds of boats and different conditions.

Here are just a few examples: In a lightweight racing dinghy like a Thistle , the hull should be kept level, on its designed water line for best performance in all conditions. In many small boats, weight too far aft can cause drag by submerging the transom , especially in light to moderate winds. Weight too far forward can cause the bow to dig into the waves.

In heavy winds, a boat with its bow too low may capsize by pitching forward over its bow pitch-pole or dive under the waves submarine. On a run in heavy winds, the forces on the sails tend to drive a boat's bow down, so the crew weight is moved far aft. When a ship or boat leans over to one side, from the action of waves or from the centrifugal force of a turn or under wind pressure or from the number of exposed topsides, it is said to 'heel'.

A sailing boat that is over-canvassed , and therefore heeling excessively, may sail less efficiently. This is caused by factors such as wind gusts, crew ability, the point of sail, or hull size and design. When a vessel is subject to a heeling force such as wind pressure , vessel buoyancy and beam of the hull will counteract the heeling force. A weighted keel provides additional means to right the boat. In some high-performance racing yachts, water ballast or the angle of a canting keel can be changed to provide additional righting force to counteract heeling.

The crew may move their personal weight to the high upwind side of the boat, this is called hiking , which also changes the centre of gravity and produces a righting lever to reduce the degree of heeling. Incidental benefits include faster vessel speed caused by more efficient action of the hull and sails. Other options to reduce heeling include reducing exposed sail area and efficiency of the sail setting and a variant of hiking called " trapezing ". This can only be done if the vessel is designed for this, as in dinghy sailing.

A sailor can usually involuntarily try turning upwind in gusts it is known as rounding up. This can lead to difficulties in controlling the vessel if over-canvassed. Wind can be spilled from the sails by 'sheeting out', or loosening them.

The number of sails, their size, and shape can be altered. Raising the dinghy centreboard can reduce heeling by allowing more leeway. The increasingly asymmetric underwater shape of the hull matching the increasing angle of heel may generate an increasing directional turning force into the wind. The sails' centre of effort will also increase this turning effect or force on the vessel's motion due to increasing lever effect with increased heeling which shows itself as increased human effort required to steer a straight course.

Increased heeling reduces exposed sail area relative to the wind direction, so leading to an equilibrium state. As more heeling force causes more heel, weather helm may be experienced. This condition has a braking effect on the vessel but has the safety effect in that an excessively hard pressed boat will try to turn into the wind, therefore, reducing the forces on the sail. This aerofoil lift produces helpful motion to windward and the corollary of the reason why lee helm is dangerous.

Lee helm, the opposite of weather helm, is generally considered to be dangerous because the vessel turns away from the wind when the helm is released, thus increasing forces on the sail at a time when the helmsperson is not in control. In the case of a standard catamaran , there are two similarly-sized and -shaped slender hulls connected by beams, which are sometimes overlaid by a deck superstructure.

Another catamaran variation is the proa. In the case of trimarans, which have an unballasted centre hull similar to a monohull, two smaller amas are situated parallel to the centre hull to resist the sideways force of the wind.

The advantage of multihulled sailboats is that they do not suffer the performance penalty of having to carry heavy ballast, and their relatively lesser draft reduces the amount of drag, caused by friction and inertia when moving through the water. One of the most common dinghy hulls in the world is the Laser hull. It was designed by Bruce Kirby in and unveiled at the New York boat show It was designed with speed and simplicity in mind. The Laser is 13 ft Nautical terms for elements of a vessel: starboard right-hand side , port or larboard left-hand side , forward or fore frontward , aft or abaft rearward , bow forward part of the hull , stern aft part of the hull , beam the widest part.

Spars, supporting sails, include masts, booms, yards, gaffs and poles. In most cases, rope is the term used only for raw material. Once a section of rope is designated for a particular purpose on a vessel, it generally is called a line, as in outhaul line or dock line. A very thick line is considered a cable. Lines that are attached to sails to control their shapes are called sheets , as in mainsheet. If a rope is made of wire, it maintains its rope name as in 'wire rope' halyard.

Lines generally steel cables that support masts are stationary and are collectively known as a vessel's standing rigging , and individually as shrouds or stays. On the 2nd July Heyerdahl writes about an encounter with a Rogue wave , in his book he describes a "Three Sister" phenomenon: During a night-shift with quiet seas appears an "abnormal huge wave" followed by two more Waves. The raft is being swept up and down and is covered in water.

After the three waves the author describes the sea as quiet as before. The crew's first sight of land was the atoll of Puka-Puka on July On August 4, the 97th day after departure, Kon-Tiki reached the Angatau atoll. The crew made brief contact with the inhabitants of Angatau Island , but were unable to land safely. Calculations made by Heyerdahl before the trip had indicated that 97 days was the minimum amount of time required to reach the Tuamotus , so the encounter with Angatau showed that they had made good time.

On August 7, the voyage came to an end when the raft struck a reef and was eventually beached on an uninhabited islet off Raroia atoll in the Tuamotus. The team had travelled a distance of around 6, km 4, mi; 3, nmi in days, [21] at an average speed of 1. After spending a number of days alone on the tiny islet, the crew was greeted by men from a village on a nearby island who arrived in canoes, having seen washed-up flotsam from the raft.

The basis of the Kon-Tiki expedition is pseudoscientific , racially controversial , and has not gained acceptance among scientists even prior to the voyage. He described these "Tiki people" as being a sun-worshiping fair-skinned people with blue eyes, fair or red hair, tall statures, and beards. He further said that these people were originally from the Middle East , and had crossed the Atlantic earlier to found the great Mesoamerican civilizations.

By CE, a branch of these people were supposedly forced out into Tiahuanaco where they became the ruling class of the Inca Empire and set out to voyage into the Pacific Ocean under the leadership of " Con Ticci Viracocha ".

He argued that the monumental statues known as moai resembled sculptures more typical of pre-Columbian Peru than any Polynesian designs. He believed that the Easter Island myth of a power struggle between two peoples called the Hanau epe and Hanau momoko was a memory of conflicts between the original inhabitants of the island and a later wave of Native Americans from the Northwest coast, eventually leading Wooden Sailing Boats For Sale Norfolk Broads University to the annihilation of the Hanau epe and the destruction of the island's culture and once-prosperous economy.

He associated them with the Tlingit and Haida peoples and characterized them as "inferior" to the Tiki people. Heyerdahl's hypothesis was part of early Eurocentric hyperdiffusionism and the westerner disbelief that non-white "stone-age" peoples with "no math" could colonize islands separated by vast distances of ocean water, even against prevailing winds and currents. He rejected the highly skilled voyaging and navigating traditions of the Austronesian peoples and instead argued that Polynesia was settled by accident from boats that drifted with the wind and currents from South America.

As such, the Kon-Tiki was deliberately a primitive raft and unsteerable, in contrast to the sophisticated outrigger canoes and catamarans of the Austronesian people. Heyerdahl's hypothesis of Polynesian origins is overwhelmingly rejected by scientists today. Archaeological, linguistic, cultural, and genetic evidence all support a western origin from Island Southeast Asia for Polynesians via the Austronesian expansion.

Historians today consider that the Polynesians from the west were the original inhabitants and that the story of the Hanau epe is either pure myth, or a memory of internal tribal or class conflicts.

This result was questioned in because of the possibility of contamination by South Americans after European contact with the islands. Analysis showed that "although the European lineage could be explained by contact with white Europeans after the island was 'discovered' in by Dutch sailors, the South American component was much older, dating to between about and , soon after the island was first colonised by Polynesians in around Genetic analysis of Polynesians and Native South Americans, published in Nature in July , has revealed that several eastern Polynesian populations have signs of an ancient genetic signature that originated from Native South American people.

An initial admixture event between Native South Americans and Polynesians, discovered by statistical analysis, took place around AD � In a second great voyage ten years later, he rafted 12, km 7, mi from South America to Australia with a metal raft Age Unlimited. In , the Czech explorer and adventurer Eduard Ingris attempted to recreate the Kon-Tiki expedition on a balsa raft called Kantuta.

His first expedition, Kantuta I , took place in � and led to failure. In , Ingris built a new balsa raft, Kantuta II , and tried to repeat the previous expedition. The second expedition was a success. Ingris was able to cross the Pacific Ocean on the balsa raft from Peru to Polynesia. It missed its target and after four months, the raft began to sink. A Peruvian expedition led by Carlos Caravedo crossed the Pacific Ocean in in days in a raft named Tangaroa , of which 18 days were used by the crew to cross Tuamotus , the Tuamotu Archipielago, making Tangaroa the only raft that has managed to cross that dangerous archipelago of French Polynesia by its own means.

On November 18, , the Tangaroa ended its journey on the Fakarava island. Fakarava is where the Tangaroa is currently preserved. The Las Balsas expedition was the first and so far only multiple-raft crossing of the Pacific Ocean in recent history.

It is the longest-known raft voyage in history. The expedition was led by Spaniard Vital Alsar , who, in , led the La Balsa expedition, only on that occasion with one raft and three companions. The crossing was successful and, at the time, the longest raft voyage in history, until eclipsed in by Las Balsas. The purpose of the expedition was three-fold: 1 to prove that the success of was no accident, 2 to test different currents in the sea, which Alsar maintained ancient mariners knew as modern humans know road maps, and 3 to show that the original expeditions, directed perhaps toward trade or colonisation, may have consisted of small fleets of balsa rafts.

Tangaroa's speed was credited to the proper use of guaras centerboards. On January 30, , An-Tiki , a raft modeled after Kon-Tiki , began a 4,kilometre 3, mi , day journey across the Atlantic Ocean from the Canary Islands to the island of Eleuthera in the Bahamas.

The raft ended its voyage in the Caribbean island of St Maarten , completing its trip to Eleuthera in the following year with Smith and a new crew. It sought to double down on Heyerdahl's voyage by sailing two rafts from South America to Polynesia and then back. Expedition leader was Torgeir Higraff from Tangaroa Expedition The raft reached Easter Island, but did not complete the return.

The two rafts were made of 11 balsa logs and 10 crossbeams held together by meters of natural fiber ropes. This stress for 16 weeks weakened the ropes, but the crew could not replace all of them. A film documentary about the voyage and raft was released in , called Kon-Tiki. Kon-Tiki is a Norwegian historical dramatized feature film about the Kon-Tiki expedition. It was the highest-grossing film of in Norway and the country's most expensive production to date.

From Wikipedia, the free encyclopedia. For other uses of "Kon-Tiki", see Kontiki disambiguation. Kon-Tiki expedition. Main article: Kantuta Expeditions. Main article: Tangaroa Expedition. Main article: Kon-Tiki2.

Retrieved 19 October Smithsonian Magazine. The New York Times. The Kon-Tiki Expedition. Rand McNally. ISBN Retrieved 5 April Retrieved December 16, Kon-Tiki: across the Pacific by raft. Retrieved 3 June In , young archaeologist and ethnologist Thor Heyerdahl is searching for appropriate watches for a particularly bold oceanic expedition. Schild-Comtesse decides to help the Norwegian Eterna undertakes the production of a small series of wrist watches which are particularly water-tight and resistant.

It is these very watches which accompany Thor Heyerdahl and his crew made up of five other scientists during their journey on board a balsa raft christened KonTiki. Warman's Watches Field Guide. Penguin Publishing Group. In , Thor Heyerdahl wore an Eterna wristwatch on the 4, mile voyage across the Pacific ocean aboard the Kon-Tiki. The watch continued to operate during and after the journey without a glitch.

Eterna decided to name their sports watches "Kon-Tiki" after this journey. The American Radio Relay League : 69, � Retrieved 29 August September 23, Archived from the original on August 23,

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