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Showing content with the highest reputation on 01/06/2019 in all areas

  1. 7 points
    Bullshit - you have top grade healthcare technology - for those wealthy enough to afford it. Your healthcare system is pathetic. An embarrassment for a nation as rich as yours. Are you sufficiently literate to understand the difference?
  2. 5 points
    Our Pt 11 has seen a lot of use in the 1year since launch. 35 days sail or rowing
  3. 4 points
    Last year we had a short period of cold weather. The Ice sailors on the shallow 'Gouwzee' grab their chance to sail on the Ice. With modern skating boats and with some very old ones. It was worth the cold feet. I posted this clip on the kitesurfing forum too. Both sports are in the video.
  4. 4 points
    Kris, if you go to your mooring, and your boat is gone, PM me. B.C.
  5. 3 points
    This is not a sailing topic, but it's watercraft and I hope it will be interesting. I like to surf. I have never been very good, but my three sons are pretty good. Anyhow, for my recent 70th, the three boys and my daughter got me a Grain Surfboard kit. Grain is in Maine, and they build hollow wood boards. They also sell kits that are cut with CNC machines. Here's their homepage: https://www.grainsurfboards.com/ I think they're beautiful, and I think most of you will agree. My oldest son lives locally, and has a custom cabinet making business, and he was the ringleader. So we'll be building this at his place over the winter. I think we're going to need about a thousand spring clamps. My plan is to take some pics as we build this log, and share our progress on this thread. That (and SJB) will put a little pressure on my lazy ass. They selected the 8' Steamer. I'm more used to a 9' board, but this is supposed to be a better float. That will motivate me to drop 10 pounds, and get out on my paddle board more.
  6. 3 points
    I discovered the same thing when I was playing with a simple landyacht VPP. I had arranged it so the angle of attack for maximum aerodynamic L/D was below maximum lift. But I discovered the best performance was with an angle of attack higher than best aero L/D. It took me a while to realize that because the side force on the chassis was dependent on the side force applied from the rig, that the L/D of the rig and the L/D of the chassis were not independent. By loading up the chassis more, it improved the L/D of the chassis and gained performance even at the expense of the aerodynamic L/D. So while you're right that you can't purely optimize the L/D of the rig independently from the boat, it's still the place to start. Drag reduction always yields a performance gain. Increasing the lift may improve performance, but not necessarily. It depends on how much the drag increases, both aerodynamically and hydrodynamically, as the lift is increased. OTUSA sailed their AC72 with a daggerboard lifting pole that acted like a slat, which allowed the windward daggerboard shaft to have attached flow. The aerodynamic thrust from the daggerboard offset most of the drag from the entire windward hull. However, the increased side force increased the drag on the leeward daggerboard, and the slat-shaped lifting pole on the leeward hull had more windage than a round pole. The drag from daggerboard and leeward pole negated the gains from the windward pole and daggerboard, and the aerodynamic lifting pole was scrapped. When adding lift, you really can't say much about the effect on performance unless you have a VPP that considers all the interactions. Dave Hubbard did an interesting analysis when Oracle Racing was sizing the soft sail rig for the trimaran, USA 17. There were no limits on the rig design, so it all came down to the fundamentals. Hubbard showed that there was an optimum rig size for each wind strength. If the rig were too high or the sail area too large, the lift had to be reduced to stay within the righting moment available, and the parasite drag was higher than need be. If the rig were too short, then the induced drag was increased and performance suffered. So there was an optimum area and height for each wind strength. It turned out that the best aspect ratio was remarkably similar across the wind range. It looked like the entire rig was just scaled up and down for different wind strengths. Just what the optimum aspect ratio was depended on the righting moment, windage, and the resistance of the hull. If the double-luff sail is to have an aerodynamic advantage over a rigid wingsail, I believe it's going to be the ability to vary the size according to the wind strength. It's not going to have an edge on maximum lift or control of camber and twist. Of course, the rationale for the double-luff sail may not be aerodynamic at all. It could be all about logistics. Or fashion.
  7. 3 points
  8. 3 points
    And a number of people have said that in this thread. Its not a thread filled with wild oats lovers and haters, its a thread filled with rule obeyers and wild outs lovers. Break a rule and dont follow the si's, cop a penalty. Simple.
  9. 3 points
    Nancy’s on it - WASHINGTON (The Borowitz Report)—In a bold gambit to end the government shutdown, the House Speaker, Nancy Pelosi, said on Saturday that she would bypass Donald J. Trump and negotiate directly with the Russian President, Vladimir Putin. “I owe it to the American people to bring this shutdown to the swiftest possible conclusion, and so I’m avoiding the middleman,” she said. Pelosi, who is scheduled to board a plane to Moscow Saturday night, said that she had not informed Trump of her plans to deal directly with Putin. “Whatever,” she said. In an official statement, Putin said that he welcomed Pelosi’s overture and shared her desire to end the shutdown. “At some point, I’d like to visit Yellowstone,” he said. https://www.newyorker.com/humor/borowitz-report/pelosi-says-she-will-skip-trump-and-negotiate-directly-with-putin-shutdown
  10. 2 points
    "He really IS a motherf**ker!" I liked
  11. 2 points
    It's fine. Farmers are land rich. I'll be fine. It just felt super American to provide food to everyone. In my real life, I'm the director of project management in marketing. You'll see a Superbowl commercial from me again this year. The farm has just been a family thing for 4 generations.
  12. 2 points
    You never sail ddw in a boat like that. You dont even have to know the polars to know this - just look at that hull, fin, and rig. 150degrees AWA max I would guess! Btw: have you ever actually sailed a boat with a main sheeted out more that 90deg forward? I can do this in my heavy 80 year centerboarder thanks to the wooden forestay. Produces some wild steering and rolling I can tell you! And it doesn’t get any faster at all because of all the necessary rudder-wriggling to keep her under the rig.
  13. 2 points
    Don’t worry, he was headed from Hawaii to Alaska when he washed up in Viet Nam. Actually, if he hadn’t been rescued, he (his corpse) might have made it, eventually. Attempting Northwest Passage from Seattle will probably put him in at... Well, most likely Mukilteo, but let’s say, eventually, San Diego.
  14. 2 points
    Remember, Tom is a 'libertarian' and he's whining about the rights of entities created by the state in order to shield owner liability because avoiding personal liability is what 'libertarianism' is all about.
  15. 2 points
    https://www.newsweek.com/trump-campaign-advisors-only-invented-border-wall-idea-make-sure-he-slammed-1280503 “‘Donald Trump’s campaign advisers only invented the border wall promise as a memory trick to remind a difficult candidate to slam immigrants in speeches, according to a report. ‘How do we get him to continue to talk about immigration?’ Sam Nunberg, one of Mr. Trump’s early political advisers, recalled telling Roger J. Stone Jr., another adviser. ‘We’re going to get him to talk about he’s going to build a wall,’” the Timeswrote. The government is crippled by a fake crises because of a manufactured campaign pledge designed to compensate for candidate Trump’s ADD issues. What happened to my country? Sorry @Dog it was never about border security or Mexican foreign aid to compensate for our broken government. If it was we’d have universal Everify, permanent greencards for victims of human trafficking in exchange for testimony resulting in a conviction, and would update the cameras, sensors and patrols put in place by Presidents Bush and Obama. Meanwhile we would copy Canada by recruiting the best, brightest and highest achievers. Instead we tried to lock them out of their grad programs by stopping them at the airports and make it increasingly hard for them to remain after they graduate. Even if a large company wants to hire them, they may be refused if a single mistake is found in the paperwork. Small companies are pretty well squeezed out by the complexity. It’s not about illegals or terrorists. It’s about people that don’t look like Kansas being allowed to do research at Kansas State. That is offensive to some in government. https://www.forbes.com/sites/quora/2017/12/13/its-much-harder-now-for-foreign-grads-to-get-jobs-at-us-tech-companies/#5832655e7bae https://www.npr.org/2018/09/24/650520165/high-skilled-immigrants-call-out-the-trump-administrations-hypocrisy
  16. 2 points
    Yeah, while its a thread killer, I gotta agree with PB here. There is nothing cool or glamorous about putting your life and the lives of others at risk for a little high octane adrenaline. Take it to the track. While I understand the premise of reminiscing about surviving the "glory days", I spent way too many nights up to my elbows in blood and guts of people who had their lives cut short by absorbing too much kinetic energy. WL
  17. 2 points
    The story of the season. Refs making game changing calls.
  18. 2 points
  19. 2 points
    Conservatives are victims of the unfair liberal media. Conservatives are victims of the unfair entertainment industry. Conservatives are victims of the unfair liberal educational system. Conservatives are victims of the unfair liberal science community. Conservatives are victims of the unfair liberal Wikipedia website. Conservatives are victims of unfair liberal fact checking. I figured I'd just start keeping track as the list is getting so fucking huge.
  20. 2 points
  21. 2 points
    The bit of a dick move became a monster dick move by seeking that apology in conjunction with publicly ripping into the RC for making AIS transmission mandatory for this race. I think he must have gone to some special school where they teach Tourettes.
  22. 2 points
    Um...perhaps because she's seen as a threat? Women politicians get way more than their fare share of hate spewed their way as soon as they lift their head above the parapet. Just look at Ocasio.
  23. 2 points
    Having also done the numbers on this big problem the biggest Issue with handicap win is that the mandated safety gear works out about 63kg per crew member but the boats are weighed empty. so you have close to 500kg extra weight in a boat that weighs say 2500 kg ie 20% On a hundred footer you have say 15 crew but the boat weighs 22 000 kg so about 5% boats should be weighed for cat 1 races under irc with all the cat 1 gear on board the little boats are sunk before the start recalculate some recent results and you might find chutzpah wins two
  24. 2 points
    Fact checking here is easy. Look and see if Dum Dum posted it. If so, it is either completely untrue, taken out of context or otherwise distorted. That's a fact.
  25. 2 points
    It seems that articles concerning boats losing their keels often feature Jeanneaus, Bavarias, and Beneteaus. https://www.yachtingworld.com/news/keel-failure-shocking-facts-60006?fbclid=IwAR2cJmzo71JzcWufYaziOuZQRVyZUfkktYfeuotj8WPljnCTkg1fnvULQnE Why do keel failures happen and what can we do to prevent it? Matthew Sheahan June 10, 2017 We investigate the causes of keel failures and find some worrying reports of near-misses Keel damage is a very real danger To contemplate the loss of your keel is to think the unthinkable. Yet in recent years there have been several cases that have reminded us that this worst-case scenario can and does happen. Many of the recent incidents have been aboard raceboats, often fitted with high-performance keels that push the boundaries of design and technology. But the loss of the keel aboard Cheeki Rafiki, which became the subject of an intensive search last year, sent shockwaves through the sport. This was a standard Beneteau 40.7, a boat that is anything but high-tech. With around 800 afloat, it is a modest design with a reputation for being a robust and reliable workhorse. Furthermore, the 40.7 is not only popular, but is typical of many other cruiser-racer styles around the world. Far from being extreme, this was a tragedy that claimed four lives aboard a run-of-the-mill cruiser-racer and struck a chord with thousands of sailors. It wasn’t the first case of its type, however. In May 2013 a Bavaria 390 lost her keel 650nm north-east of Bermuda while on passage back from St Maarten to the Azores. In this incident the two-man Danish crew were rescued from a liferaft by a Finnish navy ship. Before that there was the case of Hooligan V, a production raceboat that lost her keel in 2007 and claimed a life. In 2005 a Bavaria Match 42 lost hers as the internal structure pulled through the bottom of the boat. In the same year Moquini, a Fast 42, lost her keel off South Africa with the loss of six crew. Indeed, so concerned is the sport’s governing body, ISAF, about the incidences of keel failure that it has formed a Keel Structure Working Party to investigate the issue. Part of the group’s initial work was to develop a database of the reported failures. Currently, the list includes 72 cases since 1984, and in those 24 lives have been lost – a small number perhaps when compared with the many thousands of boats that have been built over this period, but unacceptable nonetheless. The trouble is that these are only cases where the worst has happened and the keel has parted company with the boat. It is frequently difficult to establish the cause of failure, and particularly to separate a shortcoming in design or manufacture from a human error such as a grounding. In a world where online forums spread gossip and rumour at the click of a mouse, getting to the truth can be especially tricky. Going aground hard Keel problems aboard some of the best-known models in the world are more common than you might think, and the reasons behind such failures are varied. All too frequently assumptions will be made that the keel bolts themselves have failed, but the reality is that there are other ways in which a keel can become separated from the hull. One of the most common is simply going aground so hard that the boat stays there until it breaks up. There are several recent cases of well-known and popular production boats being driven aground in rough weather and the repeated pounding or attempts at dragging them off have resulted in the keel being torn off the boat. Yet a picture of a keel-less boat with some uninformed comment can paint a misleading picture. Kneejerk reactions and online comment can ruin any chance of an open discussion about possible causes and frequently only serve to drive the issue underground as those in the firing line, such as builders and designers, engage in damage limitation. The upshot is that the sport learns nothing. What is worrying some in the industry is the number of near-misses and structural issues that go unreported. Some look to the racing side of sailing and ask whether the move towards high-performance keels is building a potential timebomb of failures, while others raise concerns about the apparent ambivalence or ignorance of sailors towards the potential structural implications of a grounding. And then there is the suggestion that some cash-strapped charter operators cannot afford to maintain boats to the level that might be expected of a commercial operation. Shocking accounts From cruisers with keels that rock from side to side, to cracks, gaps and alarming rust streaks, the stories that some industry professionals can tell make uncomfortable listening. Among the more shocking accounts I heard was one from a surveyor who was called to inspect a boat that had experienced a grounding. When he arrived on the scene and the boat had been lifted it was clear that it had hit the bottom harder than had been suggested by the previous charterers – so hard, in fact, that the keel was “hanging on by a thread”. When the surveyor informed the charter operators of the damage, he was staggered to hear that the boat would be going back out on charter offshore the following day as the company did not want to suffer any loss of income and that there was no time to effect repairs. Equally shocking is the story of a charter boat that lost her keel after hitting rocks in the Isles of Scilly, but went on to complete three charters and more than 100 miles of cruising before anyone noticed that the 37-footer had no keel. And then there are cases of keel problems linked to botched structural repairs. In two cases that came to light during our investigation, keel bolts were passed through holes in the hull that were considerably bigger than the bolts themselves. In one case the keel failed as a result, although it did not fully part company with the boat. In the other, the issue was not identified until the keel was dropped from the hull to carry out a full study. In the latter case, the boat was a popular modern production cruiser-racer and was less than five years old. Pantaenius claims handler Jonathan Reynolds gives us the insider’s view on keel safety and maintenance: Keel studs and their retaining nuts and washers should be inspected visually every year for any signs of corrosion and, in particular, before and after any significant passage. Any sign of corrosion of the studs or signs of rust weeping at the hull to keel join, water ingress around the keel join, or loosening of the studs should be addressed immediately and, wherever possible, with the assistance of a qualified surveyor and/or a reputable repair yard. It is not generally necessary or advisable to draw the studs and lower the keel unless there is evidence of damage, corrosion or general loosening. Certainly a yacht must be lifted from the water and visually inspected after any grounding, no matter how insignificant it might appear. A good insurance policy will provide cover for this and the cost will be accepted as a fair cost irrespective of whether or not damage is found. In our view, the policy excess should be waived in respect of the inspection and only applied if there is damage requiring repair. With most incidents of grounding there will be an element of point impact damage and there may be some consequential shock damage elsewhere. Sometimes the latter is the most damaging. Check the engine too After a grounding and inspection of the hull, it is always prudent to check the engine and generator mounts to ensure that none of them has become dislodged or broken. In more significant groundings the rig should be checked too. The engine is often the ‘get out of jail card’ in an emergency situation. Bareboat charter or club/syndicate boats are often most at risk from skippers who may be reluctant to report groundings either for fear of being presented with a bill for repairs or simple embarrassment of owning up. Neither, of course, is worth the risk of not adequately and diligently inspecting the yacht for any damage. We have encountered some instances where charter operators have ignored a grounding because there was insufficient time or opportunity to inspect the yacht before the next charter. Insurers are consistently being presented with claims for grounding damage at year end when yachts are laid up ashore for the winter – damage is spotted during lift-out and is often put down to a light grounding at the start of the season. Think of the potential risk to the crew throughout the season! It is our philosophy that every grounding should result in an immediate out-of-the-water inspection. All too often people take the cheap route and simply arrange to dive on the yacht. We do not condone this as acceptable for continued use of the vessel – it might give an owner momentary peace of mind, but in our view the vessel still needs to be hauled and inspected. Good seamanlike practice The modern matrix design of some light-displacement yachts gives us concern. We frequently encounter incidents where the keel structural matrix has been damaged and consequently moves independently of the hull skin. This is generally encountered after a grounding when only an in-water inspection has taken place. When the vessel is hauled ashore and the keel inspected while still in the slings, any twist or separation of the matrix bonding becomes evident. It is important to inspect the hull to keel join with the keel studs/bolts in tension – ie with the vessel held in slings, rather than resting on her keel – when any gap or movement/damage will be more appreciable. Continued use of a yacht in which the keel matrix has separated is dangerous. Not enough of our clients, in general, lift the soleboards and look around the keel root reinforcing structure – whether plywood webs bonded in, top hat section floors or frames and floors moulded integrally with the inner moulding – for detached secondary bonding and fractured frames. It’s not rocket science, but good seamanlike practice. Any unreasonable delay in undertaking an inspection after grounding may result in an insurer rejecting a claim and hence this could leave an owner liable for any repairs or consequential legal liability in the event of a loss of life. This is an extract from a feature in Yachting World September 2014 issue

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