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Showing content with the highest reputation since 08/18/2019 in all areas

  1. 19 points
    OK, spare me the "f off newbie"...been here before but had to re-register. I was lucky enough to get up close to the boat, and I can honestly say any pictures out there so far simply do not even come close to doing it justice. It's incredible..."porn star" finsh carbon throughout (not black paint as it looks) and just details details details everywhere. Check out the forward windows on the cabin top and the nav lights built into the stanchions for starters. And...here are the foils. They look perfectly "circular" to me and very unlike any of the wide, flat, "Corsair Wing" designs elsewhere. This thing is an absolute WEAPON and Alex has probably already won the psychological startline battle in this. It is an incredible machine and I am 100% rooting for Alex this time round!
  2. 15 points
    Sorry for the long post, maybe some will find it helpful. I had time to write it while my wife and I made our 400 mile/51 hour trip from Newfoundland back to Nova Scotia!! I tried to learn everything I could about the choices I was looking at leading up to buying Boundless. I learned a fair amount about the various Catana models, about which the broker Don Buckle’s knowledge is truly encyclopedic. I chartered a C471 in the Caribbean, and I visited the Catana yard in 2015, and I looked at many boats for sale. I tried the same exercise with Outremer, and did a delivery on O51 Archer from Nanny Cay up to Little Creek, very impressive, and also visited the Outremer yard in 2015, and looked at a number of both the older series and the newer series boats for sale there and elsewhere. I looked at a couple of the Switch 51 cats, and also the sole Switch 55, and a few one-off boats along the way. I increasingly focused on Chris White’s Atlantic series as time went by. Main Pros: I actually really like the forward cockpit. There is some additional weather exposure going upwind, and many people fear water filling such a big box. There are four 3” straight through drains, it won’t hold water for long. Most importantly, it is an incredibly safe place from which to sail the boat. You are inside a waist-high pit, 10 fit from any edge, with all lines and winches right there. There is no climbing up or down or in or out, there is basically zero exposure to overboard risk. The only reason to leave the cockpit is to fly a spinnaker, or furl the mainsail. It’s close to the windlass for easy anchoring coordination, and it’s in the shade of the house when anchored in the typical trade wind afternoon, yet gets the breeze - heaven. And a bit of a multi-hull secret I learned - yes the good ones are fast, but this makes the stern kinda loud with the wakes; it’s quiet up here. The pilot-house salon is a dealmaker for me. Full 360 degree visibility seated or standing, warm and dry. Real doors in and out - two of them! Lots of desk and table space, lots of floor space, lots of seating. Full steering station is a bonus - it’s really rare to have an inside station where you can actually drive the boat if you wanted to. The aft deck, which is a huge space. And I like the dinghy parked on deck there instead of hung on davits. And we keep one of our folding bikes set up on a trainer there, and get cardio at anchor or underway. All the separate spaces on the boat - three on deck, with double entrances to the house, no pinch points, no companionways. Oh, and yeah, it’s a really cool looking boat. Main Cons: Engines under the aft bunks - I would strongly prefer not to have engines in the accommodation space. In practice it’s been OK, but not my favorite. Advantage is weight forward, not parked right at the stern. Fuel tanks in the accommodations - I’d really prefer to have them where many cats do, up in the lockers either side of the mast. On the other hand, the weight is low, and we have huge storage for ground tackle and the deck gear at the mast instead. No “island” bunk - rules out an entire segment of the market I think for a boat this size, and Chris has found a way to turn the amidships bunks 90 degrees to solve this in later designs. In practice it’s been fine. Choosing one: Chris did a clever trick with the A47 mast foil - he pushed the interior beam of the house way out, and got a visual space almost as wide as the A57, at the fairly minor price of pretty narrow side decks on deck. Of course the salon is noticeably shorter fore and aft…..The 90 degree pivot on the midships bunk is good, though the headroom is a little tight. I wasn’t that impressed by the design and execution of the steering equipment. The pros and cons on the mast foil for me I wrote about in a post above, but in the end the boat was too small for us so the foils weren’t really the deciding factor. The A48 we didn’t look at, using the A47MF as a proxy and knowing we’d find it too small. So we focused on the A55 & A57. Chris told me that the only difference between the hulls is a two foot stretch of the forepeaks, for the sole purpose of making the staysail bigger to ease the sail-area gap up to the genoa (good idea we have found). And all the A55’s have centerboards except Spirit (sealed up), and Iron Wing (whale bottom with daggers). Chris also lowered the aft deck on the A57, though the underwing clearance is the same. And Chris switched from Bongers to Alwoplast, claiming they built a lighter boat and with less fairing compound. The three Alwoplast boats I’ve seen are certainly nicer than the two Bongers boats. It certainly seems the Alwoplast boats experimented more with different textiles - Boundless has a lot of extra carbon, and S-Glass, and Kevlar all in the layup. She was said to be 1,200 lbs. lighter than previous boats. The last three A57s were built at Aquidneck. Atlantic 55 - said to be 6 Spirit - 2001 - Bongers #1 - modified - we passed - sold in 2017 Rocketeer? http://sailrocketeer.com Javelin - Chris’s boat Synergy/Iron Wing - 2002 - Bongers #4 - we saw and passed - for sale Ft. Lauderdale Segue - 2003 - Bongers #5 - we saw and passed - still for sale Myor - 2010 - Lombardi Yachts - amateur semi-completion - for sale Beaufort NC Atlantic 57 - said to be 11 Espiritu Santi - 2008 - Alwoplast #1, now for sale Nogal - 2009 - Alwoplast #2 (out cruising) Anna - 2009 - Alwoplast #3 - gone aVida/Boundless - 2009 - Alwoplast #4 we own her now Pata Gao - 2010 - Alwoplast #5 Agility - 2010 - Alwoplast #6 (US, same owner later bought A47MF Agility) Pacific Eagle - 2011 - Alwoplast #7 (Australia?) Hekla — 2011 Alwoplast #8 - We saw - we liked, but sold 3/18 - (MPenman - yours?) Leopard - Aquidneck - capsized, recovered, CW bought from insurance co, in NC for refit. Lely - Aquidneck Cerulean - 2010 Aquidneck - for sale A few questions came up in the thread above: We talked to the owner of Myor, and with CW about her. The hull and deck are a quality professional build. In my opinion, you can strip off and throw out pretty much everything done after that. So the price/time/cost equation just doesn’t work. A57 capsizes - It’s a light boat with a big rig. Operator error is a distinct possibility. Reading between the lines, my personal guess is that accounts for Anna. Leopard I think was in the s**t happens category. The A57 as a rough guesstimate is probably close to double the cost to maintain over the A48. Surprising maybe, but I doubt far off. The A47 might be a bit more than the A48 in the end because somehow that unusual design is going to cost unusual money at some point. Segue is probably the best deal on offer right now, though I haven’t seen the results of the refit done after we saw her. The owner bit the bullet and spent a bunch of money, but she’s also been for sale a long time….. And for Solarfuel - I’d say that unless you find a dealbreaker in the A47MF when you visit, that’s likely to be the best fit for you and your situation. The learning curve for a non-sailor on an A57 would be pretty fierce…..for example, we have 28 pieces of running rigging in our cockpit. I just counted. In the end, it’s really hard buying boats in the 48’ - 58’ size range. They take a lot of maintenance, yet these owners generally don’t have the time to do it themselves. And beyond the usual boatyard/trades help here and there, they generally don’t have the money for a full professional maintenance program. And we encountered more than one owner whose attitude was - I fixed the things that broke, what do you mean the boat’s not well maintained? In general owners in this range tend to “use a boat up” and then move on, with shock they can’t sell for purchase price plus receipts from repairs!! In the end we bought the best boat we found that we could reasonably afford, and we still spent another 15% and three months in the yard doing absolutely necessary items to go live aboard cruising. We’ll spend another 10% and 2 months in the spring to do some updates and improvements, on top of a regular maintenance program. And so on. Hope this is helpful - of course I can keep going, we invested a lot of time in this choice. Happy to talk if somebody wants even more granularity.
  3. 11 points
    Your stand against pollution is admirable - but not 'digital pollution', apparently. Shame.
  4. 11 points
    As a true asshole when my peace is ruined in an anchorage, I can tell you that a spotlight is a very effective tool. When they ask what the hell you want, you tell them that you want them to turn off their fucking generator.
  5. 10 points
  6. 10 points
  7. 10 points
    Yes but I'm not sure he is too good at the relationship and negotiation blame game though.
  8. 10 points
    Well, I won't go into the "redefining TV" because it seems you're talking about an app and not broadcast TV. But there seems to be no real grounds for the claim that SailGP is "redefining sailing". Yes, they are sailing fast by current standards. So were Formula 40s, Formula One multis, ORMA 60s, 18 Foot Skiffs, pro windsurfers and others. Did the earlier classes that did so "redefine sailing"? Was sailing different when Festival Macallan du Lorient was sailing by itself, and different as soon as the F40s had their first regatta? Was it "old style" sailing when VSD won the Route de Rhum with foil assist, and "new style sailing" when Paragon and Apricot launched the ORMA 60 tris? All the 50s are doing is what classes have done before. They are going faster, but that is not "redefining sailing". The claim " The short, near-shore tracks - combined with the above speed and 6+ equally matched boats, makes this racing unlike anything anyone has ever seen in sailboat racing" ignores the fact that the Ultimate Yacht Race did the same sort of thing in the '80s, as did the Formula 40s, Prosail 40s, 18 Foot Skiff Grand Prix, Extreme Sailing Series and others. Sure, the SailGP boats are faster, but that does not mean that are "unlike anything anyone has ever seen" - it's the latest version of the same old thing. The ESS boats were probably quicker than the F40s, but that did not redefine sailing. It is utterly wrong to say we'd never seen anything like an alleged 250k people watch sailing. The Route de Rhum claimed 800,000 visitors to the race village in 2014. In 2018 there was a claimed 248,000 people on the docks the Friday before the race, with 250,000 claimed on the Saturday. Total visitation was claimed to be 1.3 MILLION people. Independent media another report reported up to two million. Do the maths! RdR is far from the only event that claims big crowds. The kitesurfers claim an audience of 200 or 250k at Sylt - and they remain a minority amongst sailors. The windsurfers claim 200k at Sylt - and the professional windsurfer's association is scratching for funds and the sport has shrunk dramatically over the years. Claimed spectator numbers do not equal profits. Sure, there has never been a flight controller on a racing boat - so what? There was never a hydraulic panel operator in offshore boats until about 1978. There was never a blooper halyard operator until about 1971. Once upon a time there were no experts in fraculating, no experts in setting Code Zeroes, no experts in asymmetric trimming, no experts in keel canting, no experts in trimming squaretops on keelboats.... once upon a time being the guy who got the best trim out of the topsail was an entirely new skill on a racing yacht. There have always been new positions, new skills and new speeds. The fact that there is one more does not redefine the sport. What's the skill level between a 49er and GP50? The same sort of people are sailing each type, but they get less practise sailing the 50s. Same people doing less practise equals lower skill levels. Sure, it's a new skill - so what, lots of us learn lots of new skills. Tom was no doubt learning new skills when he got into Finn sailing and I'm fairly sure he said the same thing when he sailed Etchells. Sure, he likes the 50s but he's a good guy, a pro, and he likes lots of boats. The underlying idea that higher speeds require greater skills just doesn't add up. I've sailed (with some success) classes that have top racing speeds of 30-35 knots+, and do mid 40s sustained for 500 metres in speed trials. The overall skill level involved in sailing them is no higher than the overall skill level involved in sailing a Laser or J/24 in light airs, although the skills are different. After all, if higher speed required higher skills than in every class the high-wind downwind experts would also win in light winds, and we all know that's not the case. If higher speeds required higher skills then Tom, who came out of Lasers, would be a shitty sailor, and we know that's not true.
  9. 10 points
    Sad. The reason sailors (not just skippers) fail in PHRF is that they think it's some kind of fuckin' race. It is not, cannot be made into a race, and attempts to do so are not only doomed to fail but will hasten the collapse of civilization. PHRF is a social event. It's an excuse to go for an enjoyable sail. You put the event on your calendar, and instead of save-the-whales committee meetings, weddings, golf, funerals, or any of the other zillion things that clutter your days, you can now GO SAILING! YAY! They say that timing is everything..... and they're right, except that having the correct attitude is also everything FB- Doug
  10. 9 points
    Kudos to First Mate Xty who pulled this together:
  11. 9 points
    It’s the MacGregor of search engines.
  12. 9 points
    Early in the design of OTUSA's first AC72, they were considering what percentage of the weight should be carried by the foils. Michel Kermarac, the foil hydrodynamicist, put up a chart that had true wind speed along the bottom and foil lifting percentage on the Y axis. It had contours of boatlengths gained or lost in a race. There were two sweet spots. One was foil assisted in moderate winds. The other sweet spot was in the upper right corner and had advantages of as much as 40 boatlengths around the course. Michel was aiming for the first sweet spot. When asked about the second, he said, "That is when the boat is fully flying and the hulls are out of the water." Everyone thought, "Oh, well, we can't go there," because they didn't think there was a way to stabilize the boat in heave. When OTUSA heard of ETNZ experimenting with flying on SL33 cats, they initiated a crash program to experiment with flying an AC45. And crash they did - a lot. But they discovered for themselves what ETNZ had already found out, which was that coupling between leeway and heave provided natural heave stability similar to surface piercing foils. Luna Rossa was also foiling SL33s about that time. OTUSA learned to foil the AC45 and the design of their AC72 was changed to be a full-flying foiler before it was launched. In the interim, ETNZ had launched their AC72 and were actively foiling. OTUSA broke a foil on their first AC72 outing and had to cobble together a set of foils cut from a trimaran centerboard. This put OTUSA well behind ETNZ in gaining experience foiling. OTUSA's first AC72 had the daggerboard located ahead of the forward beam, which was the best position from the standpoint of performance. But it was more difficult to stabilize in pitch and heave. For the design of their second AC72, it was decided to "leapfrog," moving the forward beam forward and shifting the boards to behind the beam. This put the boards closer to the center of gravity and improved the pitch stability. With the second AC72, and a more linear and responsive board rake control system, OTUSA was finally able to master the foiling gybe. Of course, by then ETNZ had mastered the foil-assisted roll tack, which OTUSA learned to do during the regatta. So the short answer to your question is OTUSA recognized early on the performance benefits of foiling, but thought the prohibition on movable control surfaces and sensors would prevent the boat from being stabilized when flying.
  13. 9 points
    I just today gave away my 1965 Cal 20, sail #182, to two young keen dreamers. The boat needs some work - for sure. But they’re keen, want a good boat, and want to go sailing. I couldn’t be bothered to sell it - for what maybe a few hundred dollars? I did everything I could to inspire them with my tales of sailing derring-do :-) and also gave them my copy of “Blackfeathers” (story of a Cal 20 in the Singlehanded Transpac Race) for guidance and inspiration. They’re psyched to get a free boat and trailer! Time for Calico to go to new owners and new adventures!
  14. 9 points
  15. 9 points
    Kudos to Mrs. Owner. She has more class than that guy deserves and people like her restore my faith in humanity!!
  16. 9 points
    With all due respect, perhaps he should, but I definitely don't agree with the majority of your advice. I'm sorry, I don't normally down vote, but I had to, to counter the sea of approvals. Whether it's OD or Handicap, make no mistake it's your performance against the rest of the fleet that matters. It's time against the clock *and* the fleet. You really can't ignore that. With that in mind, Shenanigans that screw you over in handicap races screw you over in OD racing and vice versa. Things that allow you to win in handicap racing, allow you to win in OD and versa. Around the cans, the most important move you will make in any race (OD or handicap), is to be on the correct side of the first shift relative to the fleet, with clear air and ability to tack. It is the one and only time you have leverage over the whole fleet. From then on, it's all about making sure you are in the right position, relative to the fleet, to take advantage of the next shift. You are always trying to be between the fleet, the next shift, and the next mark. If you're on your own, it's just about the next shift and the next mark. Certainly starting on port tack, then checking in 5 mins later to see where the fleet is a sure way to be wrong probably 50% of the time at the one time you could be putting significant time (real or virtual) into the whole fleet. Also, if the fleet is diverse, then there's a high probability that at least some of them are sailing in very different breeze to you regardless. Sailing your boat to its maximum performance speed wise is the barrier to entry to the podium in any race, but it's only 1/3rd of the picture. With the right leverage, a slow boat that is in phase will beat a faster boat that's out of phase nearly every time. Why is this relative to the fleet bit important? because sailing is a game of risk. Whether OD or handicap, the boat that plays that game the best *compared to the rest of the fleet* generally wins. So that sometimes mean forgoing what may be a more optimal course, because it's only optimal if you're right. Speed, Strength, Smarts: The golden triangle. Speed, You have to be get the maximum potential speed out of your boat (with some exceptions) at all times. Strength, you need to have more capability (boat handling, endurance, etc...) than the next guy. Smarts, your strategy and tactics need to be better than the next guy. If you lack any one of those 3, then you need a double handling of the other two. For what it's worth, here are my tips: 1) We've established speed is a given. Faster boats always have the advantage. It sucks being a slower boat in a handicap fleet because all things being equal, they will be 2nd to the shifts and rolled on downwind legs. The closer boats are in handicap and speed, the fairer the results will likely be. In an OD fleet a lack of speed is death 2) Always know where the fleet is, and I mean always. You need to know how you're doing in your own little patch, and relative to your own fleet. going fast in the wrong direction compared to everyone else is not fast. Waiting for 5 mins is death. at 6 knots, 5 mins in the wrong direction will put you 100m behind in 5 deg shift. 33sec lost right there. more than Double that in a 10 deg shift. Do that off the start and get a 10deg shift against you, you will have just lost 1min against *the whole fleet*. It doesn't matter if it's handicap or OD, you need to do a lot to make that up. 3) Always know where you're going with respect to the next mark. See above. That mostly means being to the left of the mark when the breeze is going left, and to the right when the breeze is going right. It also keeps you in check w.r.t the fleet. The fleet will mostly just follow who they *think* is right. Not who actually is. 4) clean air and room to move as you need to wins races. Sometimes you need to sacrifice either speed, or opportunity to maintain that. There's no point getting getting the most out of a shift or whatever to be stuck with someone on your hip. Balance that risk (shenanigans vs, opportunity) and think ahead. 5) To perhaps clarify an earlier comment from someone, team work is key. The best crew is the one that works together well. they have a secret language and things magically happen without much discussion. They don't need to be rockstars to do that, just good team people. The best skippers don't bark orders, they give their team room to execute and learn. 6) practice. All truisms regardless of OD or handicap. In short, I first heard this idea that Handicap racing was somehow different last year. I was taken by surprise frankly, because I really struggle to see any difference. Control what you can control, which is your position between the fleet and the next mark. Ignore the rest, never take the foot off the gas. *shrug*
  17. 9 points
    Proudly I would like to point out that our new (to us) motor-vessel WHITECAP has no generator. Solar Panels manage to power everything just fine with a nice new large AGM bank of house batteries. We just returned from a couple weeks in the islands and had a grand time telling the docks masters at the few docks where we moored “no thanks we don’t need shore power.” It is rather nice to be self contained. (But of course she is a “sailor’s motorboat.”) Even better when anchored.
  18. 8 points
  19. 8 points
    So blame me also, French citizen, UK residents for a bit more than 10 years in the noughties. Applying for British citizenship never crossed my mind. At the moment though I am applying for my daughters to get British citizenship so that they can go back to the country where they were born and grew up if they wish to. The EU is perfect for this, being an EU citizen means that you can go work and live anywhere without red tape... that was absolutely brilliant but right-wingers (not only Brexiters) are trying very hard to destroy it, they like fear of foreigners and borders to protect people of imaginary foes, it get them in office.
  20. 8 points
    She was, in fact, in for a surprise...she didn't get seasick! Let's follow this along: * Girl develops a sincere belief * Girl does some amazing stuff in Sweden * Girl gets attention of millions of school kids around the world * Girl, now 16, gets invited to international conference at the United Nations to work on her communicating her sincere belief * Girl decides to take an unusual way to get to conference that may or may not be "the best possible way to travel" but one that certainly helps promote and publicize her sincere beliefs * Crowd of petty, whiny nit-pickers can't stand her success in promoting her sincerely held belief because her message is one that they have taken a politically expedient oath to deny or obfuscate at every turn. Crowd members, of course, have never done anything the equivalent of what the 16-year old girl has accomplished. But, damn, would they like a ride on that boat.
  21. 8 points
    By the time you decide to strip the canvas off your boat, it is probably too late! Sort of like 'when is it time to reef'?
  22. 8 points
    Just my two bobs, I was the bowman on Joust for this. As you've all seen, Shamrock had a shocker of a drop and we had a fairly good one. We didn't notice how bad their drop was going, as we were coming up we were looking pretty good to just follow them around the bottom mark. We eventually noticed that they had slowed and almost stopped in front of us, you can see the point where Rod tries to bear away but it was just too late in the end, from my vantage on the bow I can confirm that the skipper of Shamrock definitely wasn't off his feet until we hit them, that was all us. Shamrock continued on racing and we got clear, did our turns and continued racing; I think we ended up 6th after all of that. We approached Shamrock after the race finished, offered our apologies and asked them if everyone was okay. We both continued on to sail in the next race and Rod went straight over to see them once they got into the dock. The protest from Shamrock was for Rule 14, we were cleared as being okay and doing what we could to avoid and it was also noted that we admitted our fault and completed our turns, the DSQ was for rule 44.1. The second protest was because we had floated the idea as a crew of appealing the decision based on the definition of 'serious damage', we then all spoke to the crew off Shamrock on the dock that morning and withdrew our appeal once we found out about the skippers injuries. In the end, shit happens and this is one of those scenarios where it's easy to say what we should have done at the end of the day after watching the video. The good things that came out of this are that no one was really seriously injured and that the boats are still around to sail another day.
  23. 8 points
    It's so we don't repeat ourselves.
  24. 8 points
    These are the same people who pull into campsites with their big RV's right next to people camping in tents. Drop their hydraulic levelers, extend out their sides, then extend an awning right to the edge of their campsite. Next the "look at me I'm an asshole" christmas tree lights get thrown up and turned on, then the music gets turned up. Lights get left on all night, diesel generator running, AC cycling every 20 minutes. The same people who hop on their jetski and buzz up and down the beaches, within arms reach of swimmers, disturbing all the people who actually own houses there (wait, you mean people live there year round? No shit?). Having lived in a house on a busy waterway for quite a while, the number of assholes driving up and down is amazing. Usually their stereos are turned up so that from 150 yards away you can hear every word of their obscene rap about bitches and hoes. These type of people literally don't think about it. They don't. It doesn't even enter their mind to consider people around them. I have a relative like this and it is how they live their life. They just have zero situational awareness, and never think about anyone but themselves. Even to the point where they bring their own take-out to get-togethers to make sure they have exactly what they want to eat. Same people who travel at higher rates of speed in flooded areas (like right now) so that the wake they make literally washes up into the yards of people. It's beyond entitlement. They don't believe anything exists beyond the small circle that encloses themselves.
  25. 8 points
    So far this kid has activated 1.4 million students in over a hundred countries to protest climate change. You want to sit around splitting hairs over the exact measurement of a unit of carbon or back the kid? Go Greta Go! https://en.m.wikipedia.org/wiki/Greta_Thunberg