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Lightning Parts

West Coast Sailing is your source for Lightning sailboat parts and accessories. The Lightning has 60 years of tradition behind it. This competitive 19-foot trailerable centerboarder is one of the most competitive one-design classes today. But whether you're interested in serious racing or just want to go for a ride, the Lightning gives you what you're looking for. Some great sailors have been 'struck by Lightning': Ted Turner, Dennis Conner, Ken Read, Bill Shore, and Greg Fisher to name a few.

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Lightning Jib Sheet 2:1 Continuous

Lightning Jib Sheet 2:1

Lightning Jib Sheet 1:1

Lightning Mainsheet (Fusion)

Lightning Mainsheet (SSR)

Lightning Spin Halyard

Lightning Spinsheet (SSR)

Lightning Spinsheet Tapered

Lightning Spinsheet (Ultra-Lite)

Harken 13 mm Traveler Car w/ Shackle

Harken Cam Cleat Swivel Base w/ 150 Aluminum Cam

Harken 22 mm Double Upright Bullet Block

Harken 40 mm Carbo Block Traveler w/ 29 mm Block

Harken 29 mm Carbo Clew Blocks w/ Ring

Harken Thru-Deck 44 mm Dinghy Block

Ronstan Cam Cleat Fairlead Medium Grey

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Rigging - halyards, sheets, and wires.

West Coast Sailing has a full range of designs for all Lightning running and standing rigging which can be built to order in our rig shop. Email our team at [email protected] to learn more . Products coming to our online store Spring 2022.

Rigging Diagram

Use the diagram below to reference Harken part numbers to appropriate application on your Lightning sailboat. Parts recommendations are offered as a guide for common applications.

Adjustable Ball bearing Lead Car

Upgrading to an adjustable lead car system allows you to change your lead under sail without having to tack to unload the car. The Micro CB traveler cars are very small and lightweight, but strong—perfect for the Lightning.

Belowdeck Vang System

This split boom vang lets you easily adjust the vang from both sides while hiking. The 24:1 purchase uses lightweight Carbo blocks for the power needed to control sail shape without adding weight to the boat. The cascading system uses small high-tech line to help keep everything clean above deck.

Diagram provided by Harken. West Coast Sailing is an approved seller of Harken sailboat hardware.

Looking for other sailboat parts? We can help!

General Parts & Hardware - We offer a huge selection of  General Parts  including hardware, blocks, cleats, shackles, accessories and more here .

Product Suggestions - If you're looking for a specific part for Lightning sailboat that you cannot find, let us know. We are actively working to expand our one design parts offering and welcome your input for parts you think we should be stocking to make it easier for you to get back out on the water. Submit you idea via our Product Suggestion Form   (opens in new tab).

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Nickels Boat Works

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Lightning Details

The International Lightning Class is a 1938 Sparkman and Stephens design. This active racing class has grown to nearly 15,000 boats. The quality, performance and speed of the Nickels Lightnings are proving themselves for hundreds of current owners including North American and World Championship skippers. Why not join them with the confidence that you are buying the best there is?

The Nickels Lighting features a new hull and deck. The hull design maximizes down wind speed while preserving upwind performance, while the new rolled deck affords greater comfort when hiking in addition to our optimization of control line location. The new deck also provides for increased interior room for crew and skipper. We have also included a new location for fine tuning of the backstay. This new deck is stiffer insuring durability and strength.

Fully rigged w/ stainless steel centerboard: $24,995

A new Nickels custom race equipped Lightning includes:

• Lightning Class Number—royalty and measurement certificate (from the class)
• One color hull—one color deck New style rubrail white or black
• Harken Equipment— Carbo blocks now standard
• Mainsheet swivel with hexaratchet Jib sheet—Custom NBW jib car
• Spinnaker guy and sheet Ratchamatic Jib uphaul—6 to 1
• Twing lines with guy hooks Jib cloth—2 to 1
• All block Boomvang 22 to 1 Backstay—8 to 1
• NBW mast all lines internal Cunningham—4 to 1
• Mainsheet bridle—Winward sheeting type, pull down
• Centerboard hoist—10 to 1
• Dual side controls—for backstay, mainsheet bridle, boomvang & cunningham with color coded lines.
• 360 degree swivel cleat—on centerboard hoist 2 Hinged transom bailers
• 3 padded hiking straps (your choice of color)
• Large storage compartments in both cross seats
• Lifting bridle
• Nickels aluminum mast, boom, spinnaker pole and tiller with extension

Color Options: White is standard but for modest charge we customize for your color and striping

Rigging Options: There are numerous options. Give us your specifications and we will customize a price proposal for you.

Sails: Sails by North, Quantum and Vermont Sailing Partners. Current prices less 10% with new boat purchase. Covers are available from all manufacturers on request.

Also Available: Trailer - $1895 Spare Tire - $90.00 Aft Kick Stand - $35.50 (installed) Spare Tire Bracket - $37.50 (installed) 4 Stanchions - $449.00

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Lightning Class News

About the lightning.

• Design: Sparkman & Stephens, 1938
• Over 15,000 built
• More than 100 active Fleets worldwide
• Length: 19'0" (5.8m)
• Beam: 6'6" (2m)
• Displacement: 700 lb (318 kg
• Draft (board down): 4'11" (151.3cm)(board up): 5" (12.8cm)
• Mast height: 26'2" (7.9m)
• Sail area (main & jib): 177 sq.ft. / spinnaker): 300 sq.ft.

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Regatta Winners

Tight racing for the top three at the Brotz Regatta .  Congrats to Ian Beckley, Sophie Lusry and Tina Dombrowski in first place.  Second place Craig Pomeroy, Amy Simonsen and Matt Peters.  Third Place David Stix, William Gibson and Steve Jenkins.

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Lightning Sailboat Parts & Equipment

Class Description

The Lightning, a 19-foot trailerable centerboard sloop, designed by Sparkman & Stephens as an affordable family day sailor and racing boat. She has evolved into one of the most popular and competitive one-design racing classes in the world. The Lightning's rig is simple, but offers sophisticated sail shape controls. The hull features a unique hard chine design that combines the stability that provides sail-carrying power, with flat bottom sections that promote planing. There's room in the cockpit for two couples or a family to daysail. The Lightning is easy to launch and light enough to trailer with ease. In the event of a capsize, she can be righted and sailed dry by her crew. Get "The Best of Both Worlds.

Class Specs

Copyright © 2024 MAURIPRO Sailing LLC.

Yachting Monthly

• Digital edition

Sailing in lightning: how to keep your yacht safe

• In partnership with Katy Stickland
• July 22, 2022

How much of a concern is a lightning strike to a yacht and what can we do about it? Nigel Calder looks at what makes a full ‘belt and braces’ lightning protection system

Storm clouds gather at Cowes, but what lightning protection system, if any, does your boat have for anchoring or sailing in lightning? Credit: Patrick Eden/Alamy Stock Photo

Most sailors worry about sailing in lightning to some extent, writes Nigel Calder .

After all, going around with a tall metal pole on a flat sea when storm clouds threaten doesn’t seem like the best idea to most of us.

In reality, thunder storms need plenty of energy, driven by the sun, and are much less frequent in northern Europe than in the tropics.

However, high currents passing through resistive conductors generate heat.

Small diameter conductors melt; wooden masts explode; and air gaps that are bridged by an arc start fires.

Sailing in lightning: Lightning is 10 times more likely over land than sea, as the land heats up more than water, providing the stronger convection currents needed to create a charge. Credit: BAE Inc/Alamy Stock Photo

On boats, radio antennas may be vaporised, and metal thru-hulls blown out of the hull, or the surrounding fiberglass melted, with areas of gelcoat blown off.

Wherever you sail, lightning needs to be taken seriously.

Understanding how lightning works, will help you evaluate the risks and make an informed decision about the level of protection you want on your boat and what precautions to take.

Most lightning is what’s called negative lightning, between the lower levels of clouds and the earth. Intermittent pre-discharges occur, ionising the air.

Whereas air is normally a poor electrical conductor, ionised air is an excellent conductor.

These pre-discharges (stepped leaders) are countered by a so-called attachment spark (streamer), which emanates from pointed objects (towers, masts, or lightning rods) that stand out from their surroundings due to their height.

Summer is the season for lightning storms in the UK. Here, one finds early at Instow, Devon. Credit: Terry Matthews/Alamy Stock Photo

This process continues until an attachment spark connects with a stepped leader, creating a lightning channel of ionised air molecules from the cloud to ground.

The main discharge, typically a series of discharges, now takes place through the lightning channel.

Negative lightning bolts are 1 to 2km (0.6 to 1.2 miles) long and have an average current of 20,000A.

Positive lightning bolts are much rarer and they can have currents of up to 300,000A.

Preventing damage when sailing in lightning

A lightning protection system (LPS) is designed to divert lightning energy to ground (in this case the sea), in such a way that no damage occurs to the boat or to people.

Ideally, this also includes protecting a boat’s electrical and electronic systems, but marine electronics are sensitive and this level of protection is hard to achieve.

Lightning protection systems have two key components: First, a mechanism to provide a path with as little resistance as possible that conducts a lightning strike to the water.

This is established with a substantial conductor from an air-terminal to the water.

Components of an external and internal lightning protection system. Credit: Maxine Heath

This part of the LPS is sometimes called external lightning protection.

Second, a mechanism to prevent the development of high voltages on, and voltage differences between, conductive objects on the boat.

This is achieved by connecting all major metal objects on and below deck to the water by an equipotential bonding system.

Without this bonding system high enough voltage differences can arise on a boat to develop dangerous side flashes.

The bonding system can be thought of as internal lightning protection.

Rolling ball concept

Lightning standards, which apply ashore and afloat, define five lightning protection ‘classes’, ranging from Class V (no protection) to Class I.

There are two core parameters: the maximum current the system must be able to withstand, which determines the sizing of various components in the system, and the arrangement and number of the air terminals, aka lightning rods.

Let’s look at the arrangement of the air terminals first. It is best explained by the rolling ball concept.

A lightning strike is initiated by the stepped leaders and attachment sparks connecting to form the lightning channel.

The distance between the stepped leader and the attachment sparks is known as the breakdown distance or striking distance.

If we imagine a ball with a radius equal to the striking distance, and we roll this ball around an object to be protected, the upper points of contact define the possible lightning impact points that need to be protected by air terminals.

Lightning protection theories and classifications rely on a ‘rolling ball’ concept to define requirements, areas of risk and protected areas. Credit: Maxine Heath

The air terminal will theoretically provide a zone of protection from the point at which the terminal connects with the circumference of the rolling ball down to the point at which that circumference touches the water.

The shorter the striking distance, the less the radius of the rolling ball and the smaller the area within the protection zone defined by the circumference of the rolling ball.

The smaller the protection zone, the more air terminals we need. So, we use the shortest striking distance to determine the minimum number and location of air terminals.

Class I protection assumes a rolling ball radius of 20m; Class II assumes a rolling ball radius of 30m.

Continues below…

Lightning: why we were struck

A personal investigation into how and why a catamaran was hit by lightning

‘Lightning destroyed the boat’s electronics’

Paul Tinley recounts a truly shocking lightning experience aboard his Beneteau 393 Blue Mistress and the subsequent insurance claim

Expert advice: boating emergency

A boating emergency is the sort of thing that everyone taking to the water should be prepared for even if,…

How batteries can explode – and how to avoid it

Marine electrical expert Nigel Calder explains why boat batteries emit hydrogen and how to minimise the dangers

Boat building standards are based on a striking distance/rolling ball radius of 30m (Class II).

For masts up to 30m above the waterline, the circumference of the ball from the point at which it contacts the top of the mast down to the water will define the zone of protection.

For masts higher than 30m above the waterline, the ball will contact the mast at 30m and this will define the limit of the zone of protection.

If Class I protection is wanted, the radius of the ball is reduced to 20m, which significantly reduces the zone of protection and, on many larger recreational boats, may theoretically necessitate more than one air terminal.

Protection classes

With most single-masted monohull yachts, an air terminal at the top of the mast is sufficient to protect the entire boat to Class I standards.

The circumference of the rolling ball from the tip of the mast down to the surface of the water does not intercept any part of the hull or rig.

However, someone standing on the fore or aft deck might have the upper part of their body contact the rolling ball, which tells us this is no place to be in a lightning storm.

Some boats have relatively high equipment or platforms over and behind the cockpit.

Protection classes to protect your boat while anchored or sailing in lightning

These fittings and structures may or may not be outside the circumference of the rolling ball.

Once again, this tells us to avoid contact with these structures during a lightning storm.

Ketch, yawl, and schooner rigged boats generally require air terminals on all masts, except when the mizzen is significantly shorter than the main mast.

The external LPS

The external LPS consists of the air terminal, a down conductor, and an earthing system – a lightning grounding terminal.

The down conductor is also known as a primary lightning protection conductor.

All components must be sized to carry the highest lightning peak current corresponding to the protection class chosen.

In particular, the material and cross-sectional area of the air terminal and down conductor must be such that the lightning current does not cause excessive heating.

The air terminal needs to extend a minimum of 150mm above the mast to which it is attached.

A graph depicting NASA’s record of yearly global lightning events. The Congo once recorded more than 450 strikes per km2

It can be a minimum 10mm diameter copper rod, or 13mm diameter aluminum solid rod.

It should have a rounded, rather than a pointed, top end.

VHF antennas are commonly destroyed in a lightning strike.

If an antenna is hit and is not protected by a lightning arrestor at its base, the lightning may enter the boat via the antenna’s coax cable.

A lightning arrestor is inserted in the line between the coax cable and the base of the antenna.

It has a substantial connection to the boat’s grounding system, which, on an aluminum mast, is created by its connection to the mast.

In normal circumstances, the lightning arrestor is nonconductive to ground.

When hit by very high voltages it shorts to ground, in theory causing a lightning strike to bypass the coax – although the effectiveness of such devices is a matter of some dispute.

Down conductors

A down conductor is the electrically conductive connection between an air terminal and the grounding terminal.

For many years, this conductor was required to have a resistance no more than that of a 16mm² copper conductor, but following further research, the down conductor is now required to have a resistance not greater than that of a 20mm² copper conductor.

For Class I protection, 25mm² is needed. This is to minimise heating effects.

Let’s say instead we use a copper conductor with a cross-sectional area of 16mm² and it is hit by a lightning strike with a peak current corresponding to Protection Class IV.

Sailing in lightning: This catamaran relies upon cabling to ground from the shrouds but stainless steel wire is not a good enough conductor. Credit: Wietze van der Laan

The conductor will experience a temperature increase of 56°C. A 16mm² conductor made of stainless steel (for example, rigging ) will reach well over 1,000°C and melt or evaporate.

Shrouds and stays on sailboats should be connected into a LPS only to prevent side flashes.

The cross-sectional area of the metal in aluminum masts on even small sailboats is such that it provides a low enough resistance path to be the down conductor.

Whether deck- or keel-mounted, the mast will require a low resistance path, equivalent to a 25mm² copper conductor, from the base of the mast to the grounding terminal.

Grounding terminal

Metal hulled boats can use the hull as the grounding terminal. All other boats need an adequate mass of underwater metal.

In salt water this needs a minimum area of 0.1m². In fresh water, European standards call for the grounding terminal to be up to 0.25m².

A grounding terminal must be submerged under all operating conditions.

An external lead or iron keel on monohull sailing boats can serve as a grounding terminal.

This owner of this Florida-based yacht decided to keep the keel out of the equation when is came to a grounding plate. High electrical currents don’t like sharp corners, so a grounding plate directly beneath the mast makes for an easier route to ground. Credit: Malcolm Morgan

In the absence of a keel , the cumulative surface area of various underwater components – propellers, metal thru-hulls, rudders – is often more than sufficient to meet the area requirements for a grounding terminal.

However, these can only be considered adequate if they are situated below the air terminal and down conductor and individually have the requisite surface area.

Metal through-hulls do not meet this requirement.

If underwater hardware, such as a keel, is adequate to be used as the grounding terminal, the interconnecting conductor is part of the primary down conductor system and needs to be sized accordingly at 25mm².

Propellers and radio ground plates

Regardless of its size, a propeller is not suitable as a grounding terminal for two reasons.

First, it is very difficult to make the necessary low-resistance electrical connection to the propeller shaft, and second, the primary conductor now runs horizontally through the boat.

The risk of side flashes within the boat, and through the hull to the water is increased.

Sailing in lightning: GRP hull, fairing filler and iron keel will have carried different voltages during the strike – hence this damage

An engine should never be included in the main (primary) conducting path to a grounding terminal.

On modern engines, sensitive electronic controls will be destroyed in a lightning strike, and on all engines, oil in bearings and between gears will create resistance and therefore considerable heat which is likely to result in internal damage.

However, as it is a large conductive object, the engine should be connected to the internal lightning protection system.

Internal lightning protection

On its way to ground, lightning causes considerable voltage differences in adjacent objects – up to hundreds of thousands of volts.

This applies to boats with a functioning external lightning protection system but without internal protection.

Although the lightning has been given a path to ground along which it will cause as little damage as possible, dangerous voltages can be generated elsewhere, resulting in arcing and side flashes, threatening the boat and crew, and destroying electronic equipment.

We prevent these damaging voltage differences from arising by connecting all substantial metal objects on the boat to a common grounding point.

One of the holy grails of marine photography – a direct lightning strike on a yacht’s mast. Credit: Apex

The grounding terminal is also wired to the common grounding point.

By tying all these circuits and objects together we hold them at a common voltage, preventing the build-up of voltage differences between them.

All conductive surfaces that might be touched at the same time, such as a backstay and a steering wheel, need to be held to the same voltage.

If the voltages are the same, there will be no arcing and no side flashes.

The bonding conductors in this internal LPS need to be stranded copper with a minimum size of 16mm².

Note that there can be bonding of the same object for corrosion prevention, lightning protection, and sometimes DC grounding.

We do not need three separate conductors.

Electronic Device Protection

With lightning protection systems, we need to distinguish electric circuit and people protection from device protection.

Even with an internal LPS, high induced voltages may occur on ungrounded conductors (such as DC positive) which will destroy any attached electronics.

A mechanism is needed to short high transient voltages to ground.

This is done with surge protection devices (SPD), also known as transient voltage surge suppressors (TVSS) or lightning arrestors.

Marine-specific SPDs are few in number and domestic models are not suitable for boats

In normal circumstances these devices are non-conductive, but if a specified voltage – the clamping voltage – is exceeded they divert the spike to ground.

There are levels of protection defined in various standards depending on the voltages and currents that can be handled, the speed with which this occurs, and other factors.

This is a highly technical subject for which it is advisable to seek professional support.

Most SPDs are designed for AC circuits.

When it comes to DC circuits there are far fewer choices available to boat owners although there are an increasing number for solar installations that may be appropriate.

There is no such thing as a lightning-proof boat, only a lightning-protected boat, and for this there needs to be a properly installed LPS.

Nigel Calder is a lifelong sailor and author of Boatowner’s Mechanical and Electrical Manual. He is involved in setting standards for leisure boats in the USA

Even so, in a major strike the forces involved are so colossal that no practical measures can be guaranteed to protect sensitive electronic equipment.

For this, protection can be provided with specialised surge protection devices (SPDs).

The chances of a direct lightning strike on a yacht are very small, and the further we are north or south of the equator, the smaller this chance becomes.

It’s likely your chances of receiving a direct lightning strike are very much higher on a golf course than at sea.

‘Bottle brush’-type lightning dissipators are claimed by sellers to make a boat invisible to lightning by bleeding off static electrical charge as it builds up.

The theory rests upon the concept that charged electrons from the surface of the earth can be made to congregate on a metal point, where the physical constraints caused by the geometry of the point will result in electrons being pushed off into the surrounding atmosphere via a ‘lightning dissipator’ that has not just one point, but many points.

It is worth noting that the concept has met with a storm of derision from many leading academics who have argued that the magnitude of the charge that can be dissipated by such a device is insignificant compared to that of both a cloud and individual lightning strikes.

It seems that the viable choices for lightning protection remain the LPS detailed above, your boatbuilder’s chosen system (if any), or taking one’s chances with nothing and the (reasonable) confidence that it’s possible to sail many times round the world with no protection and suffer no direct strikes.

Whichever way you go, it pays to stay off the golf course!

Enjoyed reading Sailing in lightning: how to keep your yacht safe?

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• Sailboat Guide

Lightning is a 18 ′ 11 ″ / 5.8 m monohull sailboat designed by Sparkman & Stephens and built by Nickels Boat Works, Inc., Skaneateles Boat & Canoe Co., Helms - Jack A. Helms Co., Siddons & Sindle, Lippincott Boat Works, J.J. Taylor and Sons Ltd., Lockley Newport Boats, Eichenlaub Boat Co., Mobjack Manufacturing Corp., Clark Boat Company, Allen Boat Co., and Loftland Sail-craft Inc. starting in 1938.

• 2 / 8 Charlotte, NC, US 1982 Lightning $4,500 USD View
• 3 / 8 Charlotte, NC, US 1982 Lightning $4,500 USD View
• 4 / 8 Charlotte, NC, US 1982 Lightning $4,500 USD View
• 5 / 8 Charlotte, NC, US 1982 Lightning $4,500 USD View
• 6 / 8 Charlotte, NC, US 1982 Lightning $4,500 USD View
• 7 / 8 Charlotte, NC, US 1982 Lightning $4,500 USD View
• 8 / 8 Charlotte, NC, US 1982 Lightning $4,500 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

One of the most popular one-design classes in the US since the 1940’s. But fleets also exist in other parts of the world. Although originally designed for wood planked construction, nearly all boats since the early 1960’s have been built of fiberglass. Ballast above is max weight of centerboard.

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• About Sailboat Guide

©2024 Sea Time Tech, LLC

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1963 Lightning Sailboat #10832 For Sale -- SOLD

$750 offers welcome.

Bought this as a boat I was going to keep and race in the HUGE Lightning Sailboat Fleet around the Ohio River Valley. Sadly I have too many boats and this one has to go. It is rock solid and been stored covered and dry.

-All original Paperwork included with the boat, back to the original invoice!! pretty cool.

-Mahogany Cockpit and Coamings.

-Mahogany rudder

-Painted Steel Centerboard, no rust

-Aluminum Mast, wooden boom

-Aluminum Spinnaker Pole

-Hiking straps included.

-Steel Trailer included, need some TLC, but towed from Indianapolis to Louisville with no problems

-Rock solid fiberglass construction with integral foam coring for floatation.

-Main, Jib and Spinakker included. Old but in good shape.

-Everything is there to go sailing, or this would make a great cadidate for an easy winter restoration/update to modern fittings.

-Located in Louisville, KY

Call Marc @ 502-718-2969 or email Marc(at)UnbridledSailing.com

NO-LIGHTNING

Protect your boat from lightning strikes.

Lightning Threat on Boats

Boats are the sharpest and highest objects on water. Depending on the size and structural properties, risk of getting hit by a lightning strike varies, but if you are the only one under thunderstorm cloud at that moment, you are most likely to experience lightning damage on your boat.

During a storm, ground charges(charges on water) accumulate on the boat, climb up to the top of the mast where wind sensors are located. As these ground charges are emitted towards the oppositely charged streamers of cloud; two charged groups meet each other and develop a conductive channel between the cloud and the mast which is called “lightning”.

All current inside cloud flows through this channel and reach to water through the mast and boat body while damaging all sensors on the mast; destroying antennas, radios, and cables; damaging batteries inside and finally breaking down the engine and causing a fire.

While discharging from the bottom, lightning current can damage the body of the boat and leave holes underneath. 

Lightning Rod "Protection"

Masts are mostly made of metals such as aluminum and/or lightweight steel and they are the most conductive and highest structures on the boat. Even if you have a wooden mast, it is a high and sharp object and still conductive due to salty water particles on its surface. Masts are the primary targets of lightning strikes and must be protected against direct and indirect effects of lightning.

Lightning arresters are used to emit more charges on themselves in order to attract lightning before any surrounding object. With the use of a lightning arrester on a boat mast, the arrester collects all lightning strikes with the purpose of transferring lightning current to the grounding system safely.

However, the lightning current must reach the ground through the shortest and fastest way which is still the mast itself. Even though a conductor cable is installed between lightning arrester and grounding system, lightning current prefers to follow larger surfaces instead of a conductor cable and flows through mast surface.

Using a lightning arrester on boats does not a solution and all sensors, all electronics and engine are still damaged by lightning current and even worse; all people on the boat are under serious risk of getting hit by the lightning current.

Lightning must be kept away from boats!

EvoDis   Lightning Prevention System

The point where lightning hits depends on the ground charge accumulation on a body and emission point on the top. Lightning strikes at that particular point of emission and lightning current run down to the ground through the body of the structure.

EvoDis    Lightning Prevention System  dissipates the ground charges on mast through thousands of tiny sharp points and blocks the emission of these charges by keeping the surrounding electric field strength below the threshold level. This process makes the protected boat “invisible” to lightning; prevents any damage on electronics and sensors and save the boat.

EvoDis   Units are installed directly on the mast without a need for a conductor or any upgrades in the existing grounding system of the boat. EvoDis     Units can be applied with vertical elevation rod or at the top of the mast with a flat base. EvoDis   Lightning Prevention System does not require any maintenance after installation and EvoDis    Units  are delivered with 10-year product warranty.

EvoDis   Lightning Prevention System is a lightning protection solution with 100% success in high voltage laboratory tests and in field tests. EvoDis   has  been applied to hundreds of lightning prone towers, masts and poles worldwide and none of these structures have been hit by lightning since the dates of installation.

Best way of lightning protection is to stay away from the lightning.

EvoDis   Lightning Prevention System keeps lightning away.

You are now one step closer to be free of lightning!

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Marine Lightning Protection

• Introduction
• Sideflashes
• The lightning system
• Collaboration
• Air terminals
• Grounding concepts
• Grounding guide
• Design & build
• Connections
• Grounding Strips
• Siedarc TM Electrodes

Marine Lightning Protection Inc. Being at the forefront of both the basic science and product development in this area, we are uniquely qualified to address all of the problems inherent in lightning protection on the water. Whether for a fiberglass jet ski or a superyacht our method is the same - to place lightning conductors on the outside of the vessel with multiple air terminals at the top and multiple grounding terminals at the waterline. This provides a shielding enclosure, external current pathways, and more effective grounding to the water surface. We can also address lightning issues with metal-hulled vessels ranging from jon boats to supertankers, and can give advice on electronics protection by considering wire routing, shielding and surge suppression.

The desirable features of a ship lightning protection system cover a broad range from personal safety of passengers, surge protection of electronics, protection of vulnerable instruments or structures, lowered downtime to repair lightning damage, safety procedures for loading explosive materials, etc. Over the years we have had many enquiries from ship agents who have been interested in addressing lightning protection and are very familiar with both the type of damage to be expected and the techniques needed to address any problem that might be encountered. While the priorities for each lightning protection project vary from ship to ship, one common feature for all projects is that in a task of this size an appropriate amount of analysis is required in order to assess the best course of action. In order to expedite this we recommend our so that we can give the matter the attention it deserves. Given the wide range of potential issues with lightning protection of ships, it is not surprising that a common problem is that the agent does not understand how to define the most pressing concern. Ill defined Class regulations, use of ambiguous terms such as "lightning arrestor", and the widespread availability of devices with checkered histories do not help. To this end we offer a standard 20-hour consulting package that provides basic concepts, identifies prioritized issues, and develops the framework for an effective lightning protective process. Please us with questions or details. features single component silicon bronze electrode Since a lightning protection system is intended to protect the hull and occupants, electronics is still vulnerable. Even in metal-hulled vessels damage to electronics systems is pervasive. We are now addressing this issue and can supply both parts and advice to minimize the risk. As an example, consider the following three tiers of protection that we recommend for catamarans: even in the Tier 1 system we include surge suppression on all wiring exiting the mast. Since CFC is a conductor, but not a good one, it is difficult to deal with when designing a lightning protection system. Since we have not been able to design and test a reliable air terminal support for CFC masts, unfortunately we can no longer offer advice or devices for protection for them. Carbon fiber rigging is also a risk factor that we can do little about. Enveloping the interior with a conducting steel or aluminum hull still leaves all topsides transducers vulnerable. We deal with each metal vessel on a customized basis to identify the major vulnerabilities and then develop appropriate techniques and hardware to lower the risks of direct lightning attachment, formation of upward streamers, and damage from voltage surges on cables. Since current flow during lightning strikes appears to be via sparks, even below the waterline, we have developed the GStud ($200 each) , a silicon bronze immersed grounding electrode suitable for additional grounding near bow thrusters, hull transducers, keel-stepped masts, etc. Since these are embedded in a Marelon through-hull they are ideal for CFC hulls. Another product that now is available in silicon bronze is our Siedarc electrode in either a mushroom (SE-M-SiBr) or flush through-hull (SE-F-SiBr) @ $150. Add $30 for fairing. electrodes A recent report from one of our customers has shed some light on how our electrodes function - by forming sparks just above the water surface that neutralize the ground charge residing on the surface. See the discussion and animation on our page, or click here for a . Boat US has released their latest statistics for lightning claims. These show that not only are there twice the frequency of multihull claims, compared with monohulls, but also the average claim is 67% higher. See all the statistics . Also, we explain the higher strike frequency for catamarans in terms of their wider footprint. This leads us to conclude that you can increase your risk by 5-10 times when you anchor out, even if you are in a monohull! The October 2007 edition of Boat US's Exchange explains this novel concept. See the article . This concept has been incorporated into the National Fire Protection Association Lightning Protection Standard NFPA780-2011, and later versions, that are now . The watercraft section is Chapter 10 in the new (2011) version. Derivations for the new formulae regarding the use of metallic fittings in the system are published Also read in the May 2009 edition of MotorBoating. See our for pictures and descriptions of systems on all types of power and sail boats.

Principles Our approach to lightning protection is based solidly on observation and scientific theory.  The foundation was established in a published in 1991 in the prestigious  IEEE Transactions of Electromagnetic Compatibility.  As a result of this paper, subsequent renditions of standards published by ABYC and NFPA upgraded their recommended sizes for down conductors from #8AWG to #4AWG and noted that a ground strip is a more effective grounding conductor than a square plate of the same area.  Another fundamental problem revealed in this scientific work was that a one square foot ground plate is "hopelessly inadequate" to prevent sideflashes in fresh water.This was not addressed in these earlier standard rewrites since, at the time, there was no obvious solution.  We can now solve this problem with our patented Siedarc electrodes that, when distributed around the hull, provide the multiple exit points needed for effective grounding.  More recently, we have worked with the NFPA 780 technical committee to establish a new standard based on these new ideas, that is now published as Chapter 8 in the 2008 version of This standard is based on the simple concept that a boat should be protected the same as a building, with the lightning conductors on the outside rather than through the middle of the boat. As the ground attachment path for a 5-mile long spark carrying tens of kiloamperes, the protection system has the task of safely diverting this current around crew, sensitive electronics, and hull components.  However, even when the current is flowing in the water, voltage differences can cause sideflashes, both inside the boat and between the boat and the water. These present a shock hazard to the crew, produce overvoltage in electronics systems, and can blast holes through the hull. Management of the sideflash problem is the fundamental issue in the design of an effective marine lightning protection system. page for a technical explanation of the underlying concepts and suggestions as to how these can be applied to a protection system. Sideflash management is the objective An interesting feature of hull damage is the tendency for sideflashes to form around about the waterline.  Apparently either the water surface or the waterline itself causes charges to accumulate, usually on internal conducting fittings, and initiate sparks through the hull.  The effect is more pronounced in fresh water than salt. Photo by Dave Edwards In lightning protection circles, the conventional solution to a problem such as this is to add conductors where the damage is observed.In the above case this means placing lightning conductors through the hull at the waterline. Since it is impractical to install multiple ground plates in a hull, we developed the Siedarc electrode to provide the necessary exit terminals. This is effectively an air terminal near the water.In fact, each  In order to investigate the effectiveness of this concept, we tested an electrode with a 10kV generator for both salt and fresh water at Kennick Inc. in St. Petersburg.  Even though 10kV is much lower than what would be expected during a lightning strike, we obtained results that clearly indicated the promising potential for the method and further elucidated the best mode of operation.  Specifically, in the photo below, with the electrode about 1/4" above the surface of salt water, a spark of about 15" in diameter was produced. Clearly the sparking is contained very close to the water surface, perhaps even above it, showing the importance of the surface for current dissipation. In fresh water, the spark connected all the way to the sides of the container, about 12" away.  In contrast, when the electrode tip was immersed just below the water surface, a small (~ / ") glow was observed but no sparks.  The conclusion is that an electrode can generate a spark that is orders of magnitude longer than the spark gap in air when placed above the water surface.  Hence the optimum placement is just above the water surface.  The animation below illustrates how we expect the Siedarc electrodes to function.  See our page for more details Providing exit terminals around the perimeter of the hull is the key to an effective system design since, in addition to dispersing the current more uniformly around the boat, it also enables the lightning down conductors to be routed externally to all wiring and conducting fittings.  This is illustrated for a sailboat on the right.  The lightning conductor from mast base connects to both the chain plate and the loop before passing down to a daisy-chain Siedarc electrode just above the waterline, and from there via an immersed HStrip to a keel bolt (and base of a keel-stepped mast).  Siedarc electrodes at  bow and stern provide more exit terminals from the loop to the water.  This geometry is mirrored on the port side, as indicated by the dashed lines.  That is, there is a total of two HStrips and six Siedarc electrodes.  Thus a conducting grid covers the interior of the boat and a total of eight exit terminals are distributed over the hull near the waterline.  For a keel-stepped mast, make another connection from the mast base to both the keel bolt and the HStrips. Guiding the current on the outside rather than through the middle of the boat minimizes shock risk and emi.  In addition, a bonding loop around the boat at about deck level equalizes potentials, provides additional paths for current flow, and can be used for bonding conducting fittings.  In a major departure from the status quo, NFPA (the National Fire Protection Association) has recently revised their watercraft standard (NFPA 780 Ch.8) to include the concepts of a loop conductor, external down conductors, and perimeter grounding electrodes.   See our page for details.  With this new system the conductor layout more closely mirrors that found on the typical lightning protection system on a building.  We call this system of external lightning conductors and peripheral exit terminals the ExoTerminal protection system. In the photo below, we have shown where additional (internal) lightning conductors, grounding terminals, and air terminals were installed to fabricate this type of system. Products & services We can provide all of the components needed in a marine lightning protection system - air terminals, connections, grounding strips and Siedarc electrodes. See our page for details. We also offer for: Contact 3215 NW 17th Street Gainesville Florida 32605         Please verify you are a human Access to this page has been denied because we believe you are using automation tools to browse the website. This may happen as a result of the following: Javascript is disabled or blocked by an extension (ad blockers for example) Your browser does not support cookies Please make sure that Javascript and cookies are enabled on your browser and that you are not blocking them from loading. Reference ID: ea9d23c3-708b-11ef-b60b-327e5c610b5b Powered by PerimeterX , Inc.     Beam:  6.5'    Draft:  5'     Beam:  6.5'    Draft:  4.95'     Beam:  7'    Draft:  5'     Beam:  6.5'    Draft:  5'     Beam:  6.6'    Draft:  1.5' © 2001-2024 ./)   . . ./)   . . 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Original paperwork (Official measurement certificate). $2000 negotiable. (585) 727-4736 ask for Jim. Lightning Sailboat Parts Lightning Jib Sheet 2:1. West Coast Sailing Rig Shop. $49.99. Upgrade your Lightning with our 2:1 jib sheet. Made from high performance Excel Fusion, this 7mm line has a 20 foot finished length and intended for 2:1 jib sheeting systems in the Lightning sailboat. This is a single jib sheet - purchase quantity 2 if... Lightning Parts Nickels Boat Works. Home; Parts. WR17 Parts ... Regular price Sale price From $145.55 USD Unit price / per . Sold out. Lightning Transom Bailer Kit ... Unit price / per . Sold out. Lightning Holed Mast Block Lightning Holed Mast Block Regular price $67.60 USD Regular price Sale price $67.60 USD Unit price / per . Lightning Drain Plug ... Lightning Lightning Details The International Lightning Class is a 1938 Sparkman and Stephens design. This active racing class has grown to nearly 15,000 boats. ... NBW mast all lines internal Cunningham—4 to 1; Mainsheet bridle—Winward sheeting type, pull down ... boat purchase. Covers are available from all manufacturers on request. Also Available ... Home The Lightning, a 19-foot trailerable centerboard sloop, was originally designed by Sparkman & Stephens as an affordable family day-sailor and racing boat. ... Mast height: 26'2" (7.9m) Sail area (main & jib): 177 sq.ft. / spinnaker): 300 sq.ft. Crew (racing): 3. More... Recent Blogs. Recent Blogs. Recent Blogs. Facebook Happenings. Facebook ... Lightning Sailboat Parts & Equipment Spinnaker (ft2/m2) 300. 28. Displacement (lbs/kg) 700. 318. Upgrade your Lightning sailboat with top-quality parts and gear from MAURIPRO Sailing. Explore high-performance sails, durable rigging, and accessories to enhance your Lightning sailing experience. Enjoy expert advice, competitive prices, and free shipping on orders over $99. mast Sail Area / Displacement Ratio. A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more. Formula. SA/D = SA ÷ (D ... Sailing in lightning: how to keep your yacht safe In salt water this needs a minimum area of 0.1m². In fresh water, European standards call for the grounding terminal to be up to 0.25m². A grounding terminal must be submerged under all operating conditions. An external lead or iron keel on monohull sailing boats can serve as a grounding terminal. LIGHTNING It takes into consideration "reported" sail area, displacement and length at waterline. The higher the number the faster speed prediction for the boat. A cat with a number 0.6 is likely to sail 6kts in 10kts wind, a cat with a number of 0.7 is likely to sail at 7kts in 10kts wind. KSP = (Lwl*SA÷D)^0.5*0.5 Lightning Sailboat Lightning Boats for sale 1970 Lippincott Boat Works Lightning,Lippincott Lightning Sailboat Hull #11580Trailer is titled (new tires last year), and the boat has current MS registration. Bryant aluminum mast/boom, stainless centerboard.Two sets of sails (main, jib & spinnaker) North & Shore. Spinnaker poles and hiking straps. Nissan 2.5 hp outboard (for becalmed ... Rig-Rite Since 1961, RIG-RITE has engineered, manufactured and distributed Spars, Rigging and Hardware Systems for Sailboats. RIG-RITE stocks the largest variety of related Systems and Hardware available anywhere, Specializing in original replacement parts for Systems on yachts built the world over. Spars - Masts, Booms, Spreaders, Spinnaker Poles ... 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Lighting Protection for Boats EvoDis Lightning Prevention System dissipates the ground charges on mast through thousands of tiny sharp points and blocks the emission of these charges by keeping the surrounding electric field strength below the threshold level. This process makes the protected boat "invisible" to lightning; prevents any damage on electronics and sensors ... Marine Lightning Protection Inc This is illustrated for a sailboat on the right. The lightning conductor from mast base connects to both the chain plate and the loop before passing down to a daisy-chain Siedarc TM electrode just above the waterline, and from there via an immersed HStrip TM to a keel bolt (and base of a keel-stepped mast). Sailboats for sale in Saint Petersburg Find new and used sailboats for sale in Saint Petersburg, including boat prices, photos, and more. For sale by owner, boat dealers and manufacturers - find your boat at Boat Trader! Lightning Master™ Static Dissipater Reduce your boat's exposure to a direct lightning strike. Forespar's Lightning Master Static Dissipater lowers the exposure to a direct lightning strike by controlling the conditions which trigger direct strike (i.e. it reduces the build-up of static ground charge and retards the formation of the ion "streamers" which complete the path for a lightning strike). Lightning sailboats for sale by owner. 36' Islander Islander 36 Crescent Sail Yacht Club Grosse Pointe Farms, Michigan Asking $12,000 Masthead Enterprises Home Page SPINNAKER. STORM SAILS. Don't have your rig dimensions, no problem. Click here to search by boat: RIG DIMENSIONS TABLE . If you prefer for us to assist you in finding the right sail, please call 727-327-5361 or email: [email protected]. OR fill out our contact form here and we'll contact you: CONTACT FORM. 54 Irwin 1990 Boat For Sale 54 Irwin 1990 Boat For Sale ASKING PRICE: $375,000 Saint Petersburg, FL Contact Broker Watch Price. 1 /53 ... The current owner decided to remove the Hood Stoway mast and upgrade the mast and rigging to a custom Seldon mast with a hydraulic furling system around 2010. He has an impressive above deck rig that rivals vessels of a much larger size ... catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht