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      Abbreviated rules   07/28/2017

      Underdawg did an excellent job of explaining the rules.  Here's the simplified version: Don't insinuate Pedo.  Warning and or timeout for a first offense.  PermaFlick for any subsequent offenses Don't out members.  See above for penalties.  Caveat:  if you have ever used your own real name or personal information here on the forums since, like, ever - it doesn't count and you are fair game. If you see spam posts, report it to the mods.  We do not hang out in every thread 24/7 If you see any of the above, report it to the mods by hitting the Report button in the offending post.   We do not take action for foul language, off-subject content, or abusive behavior unless it escalates to persistent stalking.  There may be times that we might warn someone or flick someone for something particularly egregious.  There is no standard, we will know it when we see it.  If you continually report things that do not fall into rules #1 or 2 above, you may very well get a timeout yourself for annoying the Mods with repeated whining.  Use your best judgement. Warnings, timeouts, suspensions and flicks are arbitrary and capricious.  Deal with it.  Welcome to anarchy.   If you are a newbie, there are unwritten rules to adhere to.  They will be explained to you soon enough.  

QLite

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About QLite

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  1. Wow, bad day on the water for the Mash driver. I hope she is recovering well. Was the boat damaged? RE what caused the 2nd rig failure of Mash, I suggest that it was due the square cuts on the mast exits, specifically, the top most spinnaker halyard exit which is where the initial collapse occurred according to those I spoke with aboard. Here's a photo of the initial tear/collapse point with a couple of highlights by me. Someone later told me that when they looked at the mast, that all the exits were cut square vs a rounded or radius'd cut.
  2. During this years Mac race we (like many) encountered a high pressure front at 2330hrs which resulted in a 180° wind shift and an increase from 20 to 45kts of wind. I had a preventer rigged which utilized an outside lead genoa car (forward near the shrouds) and then led back to the primary winch. The preventer broke free as the genoa car ripped from the outside led 1-1/4” track yielding a preventer line run from the mainsheet boom attachment point to the winch. This resulting new lead for the preventer (boom now on port side) took down / folded the starboard lifelines breaking two of the stanchion bases. Considering the pressures and forces involved it’s amazing what little was damaged. The genoa track is still useable, the stanchion posts & lifelines should likely be replaced but they are still serviceable. There was no fiberglass damage as the stanchion bases basically broke away. I was able to quickly (2 days later in Pentwater, MI) replace the bases, and have a seaworthy vessel again so I could safely bring the boat back to Chicago. I am curious as to the greater hive’s opinion. Should these stanchion bases be the first point of failure? Should it be the stanchion posts? I’ve replaced the bases with a much stronger version and am wondering if this is such a good idea???
  3. The CASRA survey did not differentiate the participants, owners, crew, dinghy sailors, etc., yet was sent out to many of these constituents. As such, the data obtained is flawed and I question whether trying to analyze it will be productive.
  4. Glenn, I'd like to suggest (at least from a PHRF or handicapped racer's perspective) that the difficulty in keeping or getting crew may be partly due to the fact that all that is touted by the 'squeaky wheel' is that OD is the only racing that has merit. Eventually, this mindset takes hold in a crew member's thoughts as they seek to improve and grow as a sailor. From what I've seen in my 20 years of skippering racing (handicapped mostly) this eventually drives not only crew but skippers to gravitate to an OD class that they can afford. So, we get fragmented handicapped racing and lots of fragmented OD racing. Look at the J105 fleet for example. A reasonably priced boat that's been fragmented by J's own doing. J111, J80, J88, J70, etc...
  5. That's an interesting perspective. I tend to think the opposite, but that certainly doesn't mean I'm right. My theory is that there are all these sailboat owners (or potential owners) who are somewhat intimidated by the thought of a starting line and mark roundings with 20 other boats. So the boring booze cruises introduce them to "sailing-lite" where they can get a taste of competition. If they want to move up the chain into faster more competitive classes and events, they're free to do so. If you're lucky, 1 out of 4 will do so. Glenn, correct me if I'm wrong, but your approach is to significantly participation in the boring booze cruises so that (if my completely unscientific stats are accurate), the number of 25%'ers who want to move into competitive racing will also increase. I wouldn't be surprised if there were cross-overs in both directions - some Grand Touring moving to Gran Prix, Gran Prix moving to Grand Touring. Growth is key, customer satisfaction is more key. How can one move back and forth with sail material limitations, age of crew, and other mandates? I guess I could just tell those 'older' crew members that may have been sailing with me for years to go buy their own boat but that would suck. You've got to remember that these folks aren't just a number, their likely friends and really, wouldn't you rather be confined on a boat in pressure situations (racing) with friends. Granted, I have made it a mission to take on at least two newbies each year. Often they come out of our CCYC Crew school program but sometimes they are friends of friends or...
  6. I don't know how to make this much shorter and still get enough sailing in to make it worthwhile. Consider the following timetable, for someone who doesn't necessarily live downtown: 8:00 Leave home 9:00 Arrive dock/boat 9:45 Leave dock 10:30 Arrive SA 11:00 Start race #1 12:30 Finish race #1 13:00 Start race #2 14:30 Finish race #2 15:15 Return to dock 15:30 Secure sails, lines, etc., cocktails/beer, post mortem? 17:30 Leave boat 18:30 Arrive home That's an 8 hour day if you want to get in two 90 minute races (8 miles, W/L, VMG ~ 5.5kts). It also assumes not much delay in starting race #2, and starting race #1 on time. In all my time racing in A3, I don't think we ever had a shorter race day than 8+ hrs, if you wanted to get at least as much sailing time in as travel (land & water) and dock time. I won't re-hash the various arguments made about earlier start times or starting closer to shore. Actually, I screwed up my initial post: Should be 15:15 Return to dock 16:00 Leave boat 17:00 Arrive home For a nine hour day. I expect a fair bit of de-brief to happen on the 45min ride back to shore. Obviously the more time you spend on the boat drinking, chatting etc. after clean-up, the longer the day. We all know where we can eliminate some of the time, have enough critical mass to have one course located more to the South 1/2 of Chicago, and another course on the North 1/2 of Chicago and have so many boats out there everyone is happy with the participation in both halves! This would cut down the transit time out and back to the course. I'd rather motor for for 30-45 minutes to get to the SA and have 10-20 boats per start on one circle, then motor 15 minutes to a circle with 5 boats/start. A North & South circle for an Chicago area buoy event seems like a watering down approach. Besides the excessive use of club resources (your organizing authority that puts on the race) it fragments the potential social aspect as well.
  7. Come on up to Chicago Corinthian Yacht Club @ Montrose Harbor. Free parking, great yacht club, great racing, great social activities. BTW, in terms of this being expensive for crew, I'm told that in Australia and in NZ, it's pretty common for crew to pay a small fee to race.
  8. I just got off the phone with the Bayview Mac Chair and he stated that if we wanted a Super Mac finish he would assist us in any way that he could! We got into some of the logistical details and everything seemed workable. I'm going to do what I can to make this a reality for 2015! Who's interested?
  9. OM, I look at this expansion as over the entire length of my 5ft window. If one is to make their installation with screws and over drill the pilot holes just slightly larger than the hole then the bond would likely not break as long as there is enough 'goop' between the lexan and substrate that is likely close to 3/16". Or at least that's how I see it. Most screwed in windows are likely not very large, maybe 36". Obviously, the expansion is very slight over time/temperature/size and maybe this is why so many people DO HAVE LEAKY DEADLIGHTS. BTW, I actually have (2) 5 ft windows end to end, essentially 10ft of windows. I actually split my window installation into 2 lengths, and placed a 1/4" gap with sikaflex between each end. Otherwise I would have an even greater overall expansion.
  10. fatcat111, As this was about 8 years ago I can't recall the exact details. A friend had assisted me. Given that here's my attempt today at recreating the calculation. Formula: Delta L = (alpha)(delta T)(L) where: delta L= total change in length, inches (total deformation) alpha = coefficient of thermal expansion delta T = temperature change L = length in inches coefficient of Lexan is 3.2 (x 10-5/oF) or 0.000032 Temp change from -20F to 110F, Temp delta of 130 degrees L of 5 ft or 60 inches 0.000032 * 130 * 60 = 0.2496 or just under 1/4" I hope that I've got that pretty close. Others' feel free to correct my calculation attempt. I'm not an engineer.... QLite, how did you calculate the expansion/contraction figure of 3/16"?
  11. I did my dead lights (windows) on our Farr38 with tinted Lexan 3/8" thick. My pieces were about 5ft by about 14" in size. As such I had to provide a spacer for expansion and contraction of about 3/16". Here in Chicago we have temps ranging from -15F to +105F. Foam tape would have been great to assist in holding and providing the adequate expansion but I must not have thought about it at the time (2004). I used the Sika 295 and the Primer. I did not use any screws. I ended up using lots of short sticks of wood cut to length to fit between the lifelines and the Lexan to maintain the curve and positioning while curing. This all worked great and hasn't leaked or shown any signs of wear. I would suggest that if you go with the Lexan to get the Mar Guard version. This will help maintain a nice translucent quality for clarity. I did not spec the Mar Guard, as I recall it was almost twice the price. Now my dead lights haze up after polishing with Novus within a day or two.
  12. AMAZINGLY, I received this reply today... Now to see if this really is the "City that works". "In response to your query regarding scheduling a bridge opening as early as April 7th, we are in the process of setting up our maintenance checks ahead of the boating season, with your request in mind and cooperating weather we are shooting to accommodate an bridge opening on April 7th, should we develop any unforeseen issues that may hinder this opening I will communicate it to you and the USCG. Darryl Rouse Superintendent of Operations"
  13. CHICAGO LOCKS - CHICAGO BRIDGES Notice to Navigation #12-001 I haven't seen any posts re this so here goes. RE: Notice to Navigation #12-001 On Feb 10, I sent the following e-mail however I'm yet to receive a response... and since I'm writing the City of Chicago I probably won't see a response. The Army Corp of Engineers (Mr. Timothy Kroll) however was vey quick in an earlier inquiry I sent out on 1/26. Dear Mr. Thomas Powers-Deputy Commissioner of the CDOT Bureau of Bridges & Transit, and Mr. Darryl Rouse-Chief Bridge Operator for the City of Chicago, Mr. Timothy Kroll has suggested that I write to you. In response to the recent Notice to Navigation #12-001, It has come to my attention that sailboats with mast up, must effectively wait until May 2nd to bring their boats through the Chicago Locks to Lake Michigan. This is due to the schedule conflict between the typical beginning of the bridge openings and the scheduled Chicago Lock maintenance closure. This has an impact on charter sailboats, pleasure racing sailboats, and early dedicated cruising sailboats. I respectfully request that if indeed the Chicago Locks will be closed during the Notice To Navigation schedule 4/11>4/30, that there be a one week earlier than usual bridge run to give early sailboats an opportunity to make the transit. Possibly a Saturday, April 07th. Thank you in advance for the time and attention that you give this matter. #4 Commencing at 7 A.M. on 11 April 2012 there will be a complete closure of the Chicago Harbor Lock until 7 P.M. on 30 April 2012 to repair the 2 south gates. Commencing at 7 P.M. on 30 April 2012 the lock will re-open and operate with a 40 feet wide width restriction until final testing of the last 2 gates is completed - currently scheduled for 7 P.M. on 1 May 2012. Respectfully submitted, BW
  14. I spoke with Peter today, and he confirmed that the Spinnaker had been taken down and stuffed in the cuddy prior to the knock down when there was a big wind shift.
  15. I saw a photo of Peter Pan being towed in by the 'salvage' crew. Spinnaker was still hoisted. Knowing Peter, they were enjoying a raucous fast attempt to get back to the harbor when they got knocked down.