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Showing content with the highest reputation on 12/03/2018 in all areas

  1. 3 points
  2. 3 points
    Are you one of Sol's lemmings too? Lemming? No. But he's a friend of mine. But I do think you're largely full of shit, wildly hypocritical and stunningly inconsistent in your support of a fairly repulsive worldview, if that helps you understand me better.
  3. 3 points
    I've finally got something purty to report. I disassembled the steering to rebuild it and have the tiller done. It's a foam core wrapped in carbon tape so it's light and strong but the craftsmanship involved was less than stellar. The hardware was all seized up and neglected so just getting it apart took a lot of effort. Luckily, underneath the neglect and sloppy work everything was still sound - cleanup, re-tapping threads, new fasteners etc. and it was good. Getting the tiller refinished was the most time consuming - filling and sanding then prepping and painting took many days - cold weather combined with 24 hour cure times on every step really add up. I finished it with Trim Black paint because it's extremely durable and gives a finish much like black anodizing Anyway, here are before & after pics - I think it came out pretty nice. Now I can move on to making some UHMWPE shims/bushings to take care of the "drop" in the rudder, then the steering will be like new.
  4. 2 points
    And until people like you quote the little worm, some of us don't know nor care what he's posting at all.
  5. 2 points
    Ok...so a very easy Bird Island race for most. From a Voodoo perspective generally a good performance with some obvious lost opportunities. Our starts have been too conservative and we need to get more aggressive. Concerns for Big Boat clear air & traffic pushed us too far down the line and locked us into the west channel when our game plan had been to hold the eastern side...net loss and conceding time to those who nailed it. Second mistake was underestimating tide (supposedly slack?) at the heads and tacking up the middle instead of tacking right in on the Nth Head (TP's did it and smashed us)....This was my misjudgement and cost us again. "Not a local" has it's disadvantages!! The forecast was spot on and we should have trusted it more by putting a few more degrees in the bank in the approach to Nora Hd as the wind went left. Boats ahead made the island without a tack...we had to put in one worth 6 minutes.....that said, so did everyone else, but we had an option earlier and should've put a little in the bank. Finally, the breeze built from behind on the run home and carried the smaller lighter TPs back into contention. 4th for us was a reasonable result in very benign conditions that suited others better. The Sunday training session was another solid step forward for the Voodoo croo. Overall, we're happy with the way the program is coming together... And regarding Comanche - those guys are working a very well disciplined plan. They're putting in the hard yards and getting the result.
  6. 2 points
    Good on ya, Colin! Glad you're having fun getting your wings. You're in good hands on the UFO forum. So I just got off the water from another fun day of UFO frostbiting up in Newport (no such thing as cold weather, only cold clothing) and I've got another technique development dispatch. Nick and I did a run of two boat testing for a weekend several months back and in those conditions (8-12), we found that keeping weather heel no greater than ~6 degrees, steering relatively straight and hiking pretty very hard at a high ride height was better than banking too much on weather heel or trying some sort of arty S-course. Today we had more varible conditions in the harbor but with the variations being BIG puffs of 15 knots on a baseline of 6 or 7 and out in the bay we had a solid while there of 12 gusting 15 on modestly calm water. We learned some stuff Cold water sailing comes with a higher risk of cavitating and ventilating (the two seem to often work in tandem) the foils when they get overloaded. This has the huge practical upshot of telling you in a pretty profound fashion weather you're putting too much induced drag on any point in the system. If you're sailing with all the foils efficiently loaded, your cavitation onset will be far less frequent and far higher up the boatspeed range. This "blowing out" has been influencing our sailing styles. Relying on the standard good upwind racing method established this summer comes with some extra risks. Since you aren't heeling as much to weather your lateral resistance loading on the tiny part of your mainfoil still in the water is pretty high. If a puff hits you and you don't ease out beforehand or pinch into the puff initially, the sudden increase in moment laterally on the sail can bring the induced drag on the foil high enough that the strut cavitates. Say goodbye to close contact. You just crabbed five boat lengths to leeward and may well have to do a full reset to get the strut reattached. We've been fiddling about with the best way to race effectively around this constraint and Nick came up with a mode which I then copied and we both think is VERY quick upwind in those mid-high windspeeds. I definitely couldn't hold him upwind until I adopted the mode. So here's the rough cheat sheet on what I think we found out. "KING CRAB MODE" Mainfoil-1st hole (so minimum angle of attack) ruddder- 25/30% (matched to the mainfoil- level and low drag) Ride height- actually not max. You need to sink the foil a bit more to hold high weather heel and keep the foil tip from piercing the surface. I had about 6 inches of wand showing at the top of the cam. Rig tension-No emperical data (naughty us) but WAY on. My mast was S-bent before I pulled the other lines on Halyard-full hoist Outhaul- Bottomed out Cunningham- bottomed out Sail shape is VERY tight on a stiff spar. Trailing edge is relatively stiff. There is a tiny barely noticeable amount of camber in the tip of the sail and maybe four inches of camber at the midpoint of the boom. This is a low lift high drag sail that can stick it out and keep producing good lift at low angles of attack generated by serious apparent wind. It is no fun to take off with but in these conditions you can usually pony up and hook maneuver it into the air and at that point the setup keeps you shredding, so it makes more sense here. Hiking position: about pad #2, maybe slightly forward on pad 2. Using the leeward strap so that my butt is firmly on the boat. Athleticism is not going to define this mode. Control will. Also you'll be flying lower and with more weather heel so you need to be prepared for the weather hull to occasionally touch down. Spanking yourself on the water will crater your speed. Game over. Technique: -one note, I only got this dialed in when we were in the variable conditions, Burrioughs had this working in a far more consistently windy spot earlier in the day and likely has a lot more light to shed on this than I do, but hey, share everything all the time! A.Hook maneuver hard downwind to take off. In this mode I found it best to do a slight sudden ease and re-sheet to take the pitching force from the sail off for a second. This kicks the bow up and gets you climbing. Maybe I was just tired but I didn't do a hip-roll aft to take off and I wasn't skooching forward once in the air to keep perched on the mainfoil. B. Once going, prioritize establishing a LOT of weather heel. I've still been too lazy to put a $2 heel gauge on my boat but if I tilt the 3d model of the UFO in my software until it resembles nick repeatedly beating me up in this mode, you peak at as much as 34.5 degrees of heel. You're planting the foot hard. Focus on holding this heel angle over everything and cleanly accelerating. Remember that the rig and foil setup are 100% biased to have very limited initial power and super high efficiency for high speeds. So you need to climb up the speed range as possible when possible and conserve your gains by sailing cleanly. This involves very light steering and a lot of preemptive sheeting. I found that having my torso turned towards the bow so I could be a sheet-hand first and a skipper second helped a lot. It also made my view of oncoming puffs far better, and that will matter a lot. C. When you see a puff coming at you hold your course, do not try to pinch into it, but most importantly HOLD YOUR HEEL ANGLE TO STAY PLANTED. You want to have the mainfoil gain lift as you accelerate and fully obsolete any sideforce still coming from the strut. The strut, because it is piercing the surface, is simply far too likely to cavitate and ventilate, entering into a skid mode that's costly and hard to save. You want to be heavily biased to using the puff to power up the lifting foil, which is buried, larger than the portion of strut still in the water and built asymmetrically to be better at climbing in the direction you're trying to push at this point. Get all of your gradual speed-build's power gains to go to the lifting foil. D. Waaiit forrr itttt... Crab to weather! We're still trying to figure out how this precisely initiates and at present it's a lot more about getting in the right spot with the strut fully unloaded and traveling nicely to weather for it to "trip" and catch flow on it's leeward side. Our trunks are both pretty sloppy right now so the strut has a little bit of free will. But when it happens, you'll know. The bow jerks suddenly to weather and the boat climbs about half a lane up vs it's course beforehand nearly instantly. The mainfoil strut has been so successfully unloaded that it has gone neutral and then tripped and turned into a gyber board. It is now operating at a degree or so of angle of attack relative to the course of the hull and attached flow in that angle. It is tugging you straight upwind. Bad news, it is also pulling you downwards a bit so the system will briefly fight to take on this new load. So I find that the trip to weather comes with a slight tick of the bow towards the surface which quickly corrects. But you just put tons of VMG on the board! This feels a lot like the mysterious "suddenly shredding straight upwind for fifteen seconds and then fully touching down" state that I've been experiencing without proper understanding of for years but step E makes it a more predictable and controllable tool. E. Used your rudder to keep the UFO in this groove and stop it from driving you into an overpinched mode. This I think is what I've been experiencing in the sudden moments of really aggressive upwind speed and VMG over the years. The strut unloads, loads on the new side and begins hauling the boat to weather at an escalated aoa. As opposed to before the unload, this is now bonus sideforce capacity on top of the sufficient side-force being generated by the lifting foil. So the boat starts crab walking sideways. If you don't know what's going on, the boat begins to gradually round up to weather, going faster and faster towards your upwind target. Because the boat is going partially sideways, you can avoid getting overpinched for longer because you're approaching the apparent wind on a slight angle. So at the outset, apparent wind doesn't shift forward as fast as it would have without the crab walking. However, if you're not compensating with the rudder, it inevitably reaches a point where you're pointing way too high and you either totally unload the sail and roll over to weather or just slow down a ton and need to do a sudden hard bearaway to stay flying. Either way you fell out of the groove and need to reset. However, if you were obeying the rule of step E- you've been working to stay in the groove the whole time by pulling the tiller gently towards you from time to time as needed. This isn't steering, per se, so much as using the rudder strut as a control flap for your main strut which is now working to yank you straight to weather. You have a stable system allowing you to fly and track now fully established in the two lifting foils. So now your struts are at least partially an ancillary system that controls your surplus VMG production or 'crabbing'. If left to it's own devices, the forward crabbing foil will also pinch you up and lead to the feedback loop mentioned above, so you need to gently play the rudder to prevent this and keep it in it's most productive groove. F. Crush your enemies! G. If you are in France, do steps A through F in a helmet. -Disclaimer. The above description of the fluid dynamics may be 100% wrong but the sailing technique definitely works, so who cares. DRC -ps. For anyone in the audience who knows everything, I will once again clarify that I do know that t-foils reach their maximum performance by generating both vertical and lateral force on the horizontal foil. The nuance in play here is the deliberate early weather heel to prevent the vertical from taking load early and allow it to instead engage as a crabbing foil generating surplus lift to weather
  7. 2 points
    What a bunch of bozos. Intentionally keeping drug prices at whatever the producer wants to charge? That's just stupid.
  8. 2 points
    They should have been migrating up the mighty Zombezi River {Fraser] with the tide by now, to their final resting place in Mission.
  9. 2 points
    Couldn't resist. Not many days like this left in the year.
  10. 2 points
    thanks for the comments and sentiments, one and all. Even the fat and old one This race was everything and more than I ever expected. It was an unbelievable and awesome experience. I hope some of my scribblings were able to share the adventure, and provide some amusement and entertainment. Sunday was all about getting to the dock, having a meal and then falling asleep. Monday was a scramble to get the boat sorted and entertain a couple classrooms of kids who came down to the docks to see me and Dragon. Then Rob Windsor, Mark and Eileen Washeim all shoved off for Key West. As of this evening, they are off the USVI. A flight home for me this morning, and in the office this afternoon. Jack was correct about the strategy and my decision, and with 20/20 hindsight I think I sailed an almost perfect course for my boat and the conditions. Better to be lucky than good, I guess. With another 20 miles of runway on the last day, I probably would have caught Tibco. No small feat given that 123 is (in my view) the most versatile design in the fleet. Chocolat Paries might have been in play, but everyone else was frankly out of reach after the first few days. I feel real good about the outcome.
  11. 1 point
    And this became an enabling thread because......... Why?
  12. 1 point
    There is no way to carry momentum out of a shunt to weather. You are literally slamming the boat in reverse when done well, and stopping completely the rest of the time. Unless you can do what skateboarders call a pop shove-it, and get the boat completely airborne beneath you, you are going to be losing ground on every shunt compared to a regular tack. I'd focus much more on having a well balanced boat that sails to weather efficiently than trying to tack as well as even a Hobie 16. I agree with Harry Proa that the locked stem mounted rudder is a bad idea.
  13. 1 point
    President Trump keeps upping the cost, with no basis in reality, and gets shamed.
  14. 1 point
    It depends... extraordinary local "pro" or hired gun. Not so long ago, I was rounding a mark on a mid-distance race and glanced at the equal-rated boat just behind me. Among the owner and crew, the boat had 4 America's cups, 4-5 Olympic medals, maybe ten world championships, many more nationals, two professional coaches and one guy who was employed as PRO and instructor at a local club. Everybody was glad they were on the course and knew that they were not ringers,...nobody had flown in for the day...just exceptional sailors. We all welcome their participation with not a single grumble as they all gave back in many ways over many years. They did pass us eventually. They hit a couple of shifts and made a better sail call. That was just intolerable.
  15. 1 point
    Last year the Commodore at my club asked me to take his twin red haired granddaughters down to the woodshop. They were here on spring break from the all girl trade school where they were taking woodworking classes. It was blistering hot and they showed up wearing ...... oh wait Eaze is at the door making a delivery, later
  16. 1 point
    Bravo! You seem to be doing all the right things in points 1 and 2. Just try flatter water for early outings. There's an outside chance re point 1 that one of the rods is too long and is always pushing the flap down. You can test it on land with the foil fully up -- see that the flap has a full range of positions and moves with the wand. Before you start, make sure the latch is holding the foil vertical and not the flap. 3 - flat water again and .. practice. Weight to the back to help the hull pivot. 4 - I had similar struggles. I now grab one of the bows and push it down gently. With the other hand I push on the mast. I drive the boat backwards on land... HTH!
  17. 1 point
    "Wisconsin: Like North Carolina, except colder with more cheese."
  18. 1 point
    Interesting post from Dick Koopmans on MS Facebook page. It obviously riled Don as there is quite a long discussion. Worth heading over for a look. https://www.facebook.com/270899573350375/posts/592680897838906/ UPDATE DICK KOOPMANS #12 Mark will be at Cape Horn this weekend! He has been there before. He told me before the start, he will feel nearly at home then and just needs to sail the last leg. He also told me that this last part took longer than he then thought. So he will be happy but he also knows it is still a long way to France. There will be a NW gale during the rounding. The gale will be there for about 8 hours. In time its manageable but it is close to shore and some dangerous waves can develop. I expect Mark to hand steer for most of the time if the sea state asks for it. After the storm he will have a short period of headwinds and then he can set the spinnaker I hope. Mark has gained a lot of miles on Jean Luc. This was expected but his average speed will drop after Cape Horn. The winds will be more from aside and in general he will get some headwinds. This is good for the race. Marks sail sets are relative good for this last part and I think that if he changes his sails regularly for optimum speed, he will be half a knot faster than Jean Luc. Jean Luc still has his mast problem so he might sail half a knot slower. With a predicted daily average of around 120 miles for Mark and 105 miles for Jean Luc, Mark will be home after 7314/120=61 days and Jean Luc will be home in 6164/105=59 days. (Distance from tracker today) Jean Luc will lose a day in his “penalty box” so that makes them finish within a day! All on paper and without too much reliability but you see it is still a race. Uku and Susie need 155 miles daily to be there on the same date. This is much faster than their average and not realistic. But Jean Luc can lose his mast and also Mark can have damage before the finish. Therefore Uku and Susie can still both be on the podium. Earlier I mentioned Nehaj from Susanne in the Longue Route. She is behind Mark but makes around the same speed. In my last voice message to Mark I mentioned her to keep him focused. She might be in contact with Mark by HF radio because she seems to know lots of details about his cold wet and leaking boat. The 40 ft aluminium v-shaped boat of Susanne is 100% watertight and fitted with a heater. She will sail in much more comfort than most GGR boats but that is the difference between a race and a challenge. There is some discussion about the positions from the GGR tracker send to the ships by HF radio. Looking at the accurate routes around the forbidden areas it looks as if nearly all boats use this now and then. Although this was not the idea for the GGR, it is not fair to change the rule halfway and forbid it. The boats in front have an extra advantage with it. I proposed GGR to let it start for all boats after passing Cape Horn. Then it would be equal sailing for all boats from start to finish. Another comment on rules is the 18 hr penalty on Jean Luc for using his Iridium phone. If it is compulsory to have two working Iridium phones onboard, you cannot expect not to use them when you know that your partner and family are very concerned about your safety. Especially if you are in a real dangerous sea with mast problems or other problems. In 1968 there were no trackers, Internet and reliable weather forecasts and reports. People at home had no specific reason to worry. Now they see all the dangers and even get them in bold capital letters on the GGR Facebook page. If you stick to these rules just do not put a tracker on Internet and do not post any reports from the boats other than by HF radio. But for publicity it seems to be no problem to bend the rules.
  19. 1 point
    deepens on whtd effinitione of 'snorkilleng' is
  20. 1 point
  21. 1 point
    That card punching crowd are the young ones...the Morse operators are up next.
  22. 1 point
    Pil if Bank Pop's recent experience is any guide you might need to make that 9&9.
  23. 1 point
    Religion is a disease. Arrows and spears are the vaccination.
  24. 1 point
    Alacrity (was ''Bird'') 50' modified traveller was a looker IMO and won the 2 handed round britain race a while back. I thought at the time she was the best looking trimaran on the planet - less banana shaped than most...my tastes have gotten more modern these days... Oceansurfer 40' Newick was also stunning for it's time until it got turned in to a cruiser (it looks awful now). I agree that the bigger Newicks and the ones that look less 'classically' newick (banana hulls) appeal more.
  25. 1 point
    It's obvious she is referring to the slave based economy our country was founded on. We fought a war that altered that. The capitalists/humanists won.... Socialism, and capitalism are expressions of humanism. Slavery, and oppression is not humanism.They are expression of evil. You can chose with your vote, or your life. But you can't get what you want by vilifying a young member of congress.