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    • UnderDawg

      A Few Simple Rules   05/22/2017

      Sailing Anarchy is a very lightly moderated site. This is by design, to afford a more free atmosphere for discussion. There are plenty of sailing forums you can go to where swearing isn't allowed, confrontation is squelched and, and you can have a moderator finger-wag at you for your attitude. SA tries to avoid that and allow for more adult behavior without moderators editing your posts and whacking knuckles with rulers. We don't have a long list of published "thou shalt nots" either, and this is by design. Too many absolute rules paints us into too many corners. So check the Terms of Service - there IS language there about certain types of behavior that is not permitted. We interpret that lightly and permit a lot of latitude, but we DO reserve the right to take action when something is too extreme to tolerate (too racist, graphic, violent, misogynistic, etc.). Yes, that is subjective, but it allows us discretion. Avoiding a laundry list of rules allows for freedom; don't abuse it. However there ARE a few basic rules that will earn you a suspension, and apparently a brief refresher is in order. 1) Allegations of pedophilia - there is no tolerance for this. So if you make allegations, jokes, innuendo or suggestions about child molestation, child pornography, abuse or inappropriate behavior with minors etc. about someone on this board you will get a time out. This is pretty much automatic; this behavior can have real world effect and is not acceptable. Obviously the subject is not banned when discussion of it is apropos, e.g. talking about an item in the news for instance. But allegations or references directed at or about another poster is verboten. 2) Outing people - providing real world identifiable information about users on the forums who prefer to remain anonymous. Yes, some of us post with our real names - not a problem to use them. However many do NOT, and if you find out someone's name keep it to yourself, first or last. This also goes for other identifying information too - employer information etc. You don't need too many pieces of data to figure out who someone really is these days. Depending on severity you might get anything from a scolding to a suspension - so don't do it. I know it can be confusing sometimes for newcomers, as SA has been around almost twenty years and there are some people that throw their real names around and their current Display Name may not match the name they have out in the public. But if in doubt, you don't want to accidentally out some one so use caution, even if it's a personal friend of yours in real life. 3) Posting While Suspended - If you've earned a timeout (these are fairly rare and hard to get), please observe the suspension. If you create a new account (a "Sock Puppet") and return to the forums to post with it before your suspension is up you WILL get more time added to your original suspension and lose your Socks. This behavior may result a permanent ban, since it shows you have zero respect for the few rules we have and the moderating team that is tasked with supporting them. Check the Terms of Service you agreed to; they apply to the individual agreeing, not the account you created, so don't try to Sea Lawyer us if you get caught. Just don't do it. Those are the three that will almost certainly get you into some trouble. IF YOU SEE SOMEONE DO ONE OF THESE THINGS, please do the following: Refrain from quoting the offending text, it makes the thread cleanup a pain in the rear Press the Report button; it is by far the best way to notify Admins as we will get e-mails. Calling out for Admins in the middle of threads, sending us PM's, etc. - there is no guarantee we will get those in a timely fashion. There are multiple Moderators in multiple time zones around the world, and anyone one of us can handle the Report and all of us will be notified about it. But if you PM one Mod directly and he's off line, the problem will get dealt with much more slowly. Other behaviors that you might want to think twice before doing include: Intentionally disrupting threads and discussions repeatedly. Off topic/content free trolling in threads to disrupt dialog Stalking users around the forums with the intent to disrupt content and discussion Repeated posting of overly graphic or scatological porn content. There are plenty web sites for you to get your freak on, don't do it here. And a brief note to Newbies... No, we will not ban people or censor them for dropping F-bombs on you, using foul language, etc. so please don't report it when one of our members gives you a greeting you may find shocking. We do our best not to censor content here and playing swearword police is not in our job descriptions. Sailing Anarchy is more like a bar than a classroom, so handle it like you would meeting someone a little coarse - don't look for the teacher. Thanks.

ridgerunner

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About ridgerunner

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  1. Jim Brown and Russell Brown
  2. From West system manual Dispensing without Mini Pumps (Weight/volume measure) - To measure 105 Resin and 205 or 206 Hardener by weight or volume, combine five parts resin with one part hardener. To measure 105 Resin and 207 or 209 Hardener by volume, combine three parts resin with one part hardener (by weight, 3.5 parts resin-1 part hardener). I primarily use West System or MAS epoxy. I was taught that the ratios on the bottle(5:1, 2:1) were by volume not by weight. It is correct for both systems. I've known for a long time that using a scale and weighing them is a more accurate method for larger quantities . We used the scale when building a 40 footer out of Proset MAS (2:1 by volume), should be mixed at 100:43 by weight.
  3. Here ya go, only $12k: http://www.yachtworld.com/boats/1974/Harry-Becker-Lotus-Scandinavia-3032147/Lake-Champlain/NY/United-States#.WLX7JRIrLVo
  4. Totally agree, however, I was not impressed to later see those kids running around the foredeck with no PFD's and/or harnesses.
  5. I have been wondering what a realistic salvage claim (or, I should say, settlement) might be, if, for example, someone locates the boat and tows her 100 miles to Tortola. IIRC, Matt Rutherford would have earned around $45k had he be been able to tow that Swan 700 miles to Bermuda.
  6. hey you never know, at least the owner is trying: URGENT $10,000 REWARD FOR RECOVERY sadly we had to abandon our yacht DOVE II 460nm due east of Antigua on the 21/12/16. We are now trying to find out where it is with the hope of recovery and carrying on with our adventure. It should now drifting towards the islands. Could I ask people to keep a sharp lookout for it and report any sightings to myself or the coastguard. Many thanks James You can read the full story of what actually went wrong on our blog.westerlyadventures.wordpress.com CHRIS PARKER’S DRIFT ANALYSIS: The following is Chris Parker’s drift analysis as of January 6, 2017: Abandonment: 12z/21Dec 16-32N/52-39W AIS#1: 1530z/21Dec 16-35N/52-43W...calculations... since Abandonment: 305T, 5 miles, 3.5 hours, 1.4k AIS#2: 17z/22Dec 17N/53-10W...calculations... since AIS#1: 314T, 36 miles, 25.5 hours, 1.4k since Abandonment: 314T, 41 miles, 1.4k AIS#3: 12z/23Dec 17-16N/53-29W...calculations... since AIS#2: 311T, 24 miles, 19 hours, 1.3k since Abandonment: 313T, 65 miles, 1.35k Based on the above, motion during the 48 hours after abandonment was consistent...during each 1 of the 3 time intervals between data points, the motion varies +/- fewer than 10-deg (the only point which differs more than 2-degrees from the average is the 1st point, which is only 3.5 hours after Abandonment, and since it's such a short distance it's subject to more error in my calculations). So if we throw-out that 8-deg of variation in the 1st 3.5 hours...the deviation from the 48 hour average in the other 2 timeframes is only 2-degrees. Speed variation is 0.05k (less than 4%). So, essentially, the vessel during the initial 48 hours after abandonment moved very steadily 313T@1.35k. Thus, my assessment of this morning's location remains unchanged: 21-03N/59-22W Given the upcoming weather forecast, I would guess the vessel will drift mostly NW at a slower pace until a ColdFRONT thru about Mon9...then a strong ColdFRONT moves in, and should cause the drift to shift to the SW. On this trajectory, the vessel could end-up moving SW into the N Coasts of the Virgins, PuertoRico, or the DR, probably in 2-3 weeks. Of course, if anything onboard changes during this time, (double-reefed mainsail, drogue, etc)...or if the vessel responds differently in the very strong wind/seas during the week of Mon9, she could drift at a significantly different direction/speed.
  7. ^^^ sorry, forgot to add, the above boat built by Franz Maas, Netherlands
  8. Ted Hood 46, Cor-ten steel
  9. Sure Longy, it may fail... in another 50 years. This isn't a Volvo 60. It is a Morgan 30. The forestay will never see more than 6,000lbs of load. (...the 1/4" forestay wire - if new - wold fail at around 8,200 lbs,) That is Wichard 65362 U bolt. It has a working load of 14,105 lbs, and a breaking load of 22,405 lbs. It is stronger than the original casting - which lasted 46 years. It may wear and abrade where the clevis pin contacts the underside, but Wichard even flattened that area a bit when they forged these - which should help.. Of all the things I think likely to break on my tired old boat, this U bolt doesn't make my list. That "looks" like a new cotter pin, which is good. But next time trim the length down a bit. Just some friendly advice from the pro down at the end of the dock. yup, lots of issues here, good time to review the Rod Stephens treadise on cotter pins: "1. Each end of each cotter pin must be carefully filed so that it is absolutely smooth so that a magnifying glass would show a more-or-less hemispherical end. This makes the cotter pin less apt to cause damage, easier to open, and easier to tape or otherwise protect. 2. Cotter pins should be brass, as stainless steel cotter pins are undesirably stiff, therefore difficult to remove and reinstall. 3. Cotter pin holes in the fitting pins they are intended to secure must have a bit of clearance, including a slight countersink at each end. Otherwise, a hole that is a close fit, and without a countersink, makes it difficult to remove a cotter pin and almost impossible to reinstall it. On the other hand, a hole that is too sloppy makes the cotter pin less certain to do its important job. 4. The length of each cotter pin should be carefully controlled. It should protrude not less than 50% nor more than 60% of the diameter of the fitting pin in which it is installed. The only exception is where pins are in and out frequently, in which case they should properly extend 100% of the shaft diameter. 5. Cotter pins must be opened carefully, each leg approximately 15o making a total spread of 30 o between the two legs. With this opening, the cotter pin is not weakened by sharp bending and can easily be removed, as when adjusting turnbuckles. There are, however, two exceptions – in the case of high velocity machinery certainly the normal practice of opening the pin right back would be accepted but this would generally be with steel pins."
  10. From vesseltracker.com: RECENT NEWS Yacht abandoned in Atlantic On Dec 21, 2016, the s/y "Tilly Mint" rescued the crew of five of the "Dove II" which was damaged by a storm off Martinique. At 7.30 p.m., the CROSS AG was contacted by its French CROSS counterpart, relaying the distress call of the English sailboat which had lost its rudder in the middle of the Atlantic. She was located about 1000 km east of Fort-de-France. The weather conditions were particularly harsh with a swell of up to six meters. There were two children on board, and the 17-meter sailboat was drifting helpless in the storm. The skipper was in contact with the English maritime authorities who provided moral support and technical advice. The CROSS diverted the cargo m/v "Newseas Jade", underway to Lagos, to the yacht. She arrived non Dec 18 at 1:20 a.m. The weather conditions during Dec 19 make evacuation attempts very delicate and several attempts failed. The vessel agreed to remain close to the sailboat in order to act as a breakwater and to monitor the development of the situation. The CROSS then asked the "Asia Pearl V" to assist too. She arrived on zDec 20 at 7:30 a.m. Protected by the other freighter, she attempted several maneuvers to approach the yacht in very hard sea conditions. These failed too, and the CROSS then asked the merchant ships to stay in the area until another sailboat, the "Tilly Mint", reached the scene. Protected by the two cargo ships, the crew of the "Dove II" embark on their liferaft which was immediately recovered by the "Tilly Mint". None of them required medical assistance. The "Dove II" was left adrift, and the two cargo ships have resumed their initial voyages after their help help to safeguard the lives of the five boaters.
  11. http://www.maritimeherald.com/2016/sailng-yacht-dove-ii-is-abandoned-and-adrift-in-north-atlantic/ S/V Dove II MMSI: 232005948 Call Sign: MAMW2 Flag: United Kingdom [GB] AIS Vessel Type: Sailing Vessel, 53', single masted sloop, white hull, red sail covers Owner/ skipper now in Antigua, waiting for position updates. He is over at CF, "allwentwrong", can be contacted there.
  12. https://www.youtube.com/watch?v=U4aAJoMmKp8
  13. What the hell is a "hot water heater"? Can it also be used to heat cold water?
  14. Really? I assume you mean the one by Herb McCormick. Did you read it? I thought it painted a pretty fair picture - it certainly wasn't a fluff piece. I definitely didn't agree with the way they crusaded against composite, wood-epoxy boat building. Larry could be prickly about many things - this was well covered in the book. But, there was much to be admired as well, from Larry's well known skills as a traditional shipwright, to his lesser known (and somewhat surprising) history as an accomplished racer. If anything, it gave me a more balanced appreciation of their legacy.