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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.

Rail Meat

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About Rail Meat

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  • Birthday 08/26/1966

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    Mystic, CT
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    My ride: An OCD designed Class 40

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  1. Don't muddy this thread with actual fact or experience.
  2. You really have no idea who is reading and (in some cases ) contributing to this thread. I see some posters who have forgotten more about this topic then you will ever know. Yet on-and-on you plod. Let me guess. ..you are on the spectrum.
  3. This is truth. The only redeeming value in it is the fact that so much passion can be generated over two WOMEN skippers. We really have seen some progress. Potter, pass congrats to Dee. Very well earned.
  4. I love this race. We are on the way, off newport after a tacking battle to get out of the east passage. A battle that Tristan and Clay beat me in. We are pointed roughly in the direction of Bermuda in SW breeze that is ranging from 8 to 17. The forecast models don't agree on what a low coming down from Canada is going to do, and it's starkly different routing for each model. Ho hum. Time to make the boat go fast. I will try to post from out here. Beautiful, lonely here.
  5. Dragon is entered for her second run at this east coast classic. After a long drift in the fog in 2013, I am hoping for a bit of breeze this time around. As I have done in a couple of races in the past, I am auctioning off the fourth and final crew spot to whomever shows the most generosity to Rocking the Boat. These guys provide after school programing to the kids of Hunts Point. Teaching boat building, sailing, STEM projects and counseling - they are doing great things for a community that deserves great things. Unlike prior times where attendance at the Whitehall Awards was required to bid, the auction has been augmented with on-line bidding. Head over to www.rockingtheboat.org or go straight to the bidding page. Stand watches, eat freeze dried, shit in a bucket.... it don't get any better than this!
  6. Sure, in WW2 they weren't very accurate at hitting a target The US were good at area bombing of precision targets. The RAF were good at precision bombing of area targets. That is pretty much a myth that is repeated over and over. The US had the Norden bomb sight which was hailed as being very accurate. Many factors made it less so. The Brits bombed at night mostly from lower altitudes, the US during the day, from high altitude, because of the alleged accuracy of the Norden sight and to avoid the heavy flak. There was little difference in the end as far as accuracy between the Brits and the US. On the British side, indiscriminate bombing of any part of Germany, not just industrial and military targets was advocated at the highest levels as a strategic policy. The highest accuracy accuracy rate was about 30% at best, and often lower, hardly stellar accuracy. Navigation was one problem, groups of bombers often couldn't find their target due to cloud cover and radio navigation beams were often jammed. Around the big cities and industrial sites, the flak was very heavy and often bomber crews dumped their bombs before reaching the target and turned around and went home to fight another day. In short, the bombing campaign was not nearly effective as claimed by the Allies. It didn't significantly demoralize the enemy as was predicted. The Brits just took it as a fact that obviously the Brits had the stamina to endure the Blitz but the Germans were morally inferior in that regard. The Brits were were wrong. Until 1944 German production of war materials was steadily increasing. The British Bombing Command chief, Sir Richard "Bomber" Harris was a staunch advocate of carpet bombing and terror bombing, and overcame Churchill's moral objections to that. Had Harris been a Nazi, he would probably would have been hanged in Nurnberg as a war criminal for his campaign of terror bombing, purposely targeting civilians. If you want to read one book about the bombing campaign in Europe during WWII, Richard Overy's book, The Bombing War: Europe 1939‑1945, is by far the definitive work on the subject. Recently published, the book is thoroughly researched, meticulously documented, full of valuable information, and without the annoying British attitude that they won WWII single handedly and did no wrong, that you particularly find in older books on the war by many well known British authors. Now that a new generation that didn't live through the war, has taken over writing the history, some welcome objectivity has arrived from British authors such as Overy, Norman Davies and others. If you think I have an anti British bias, you are right. I have studied WWII in Europe for 45 years and read hundreds of books on the subject. I believe my opinion of them on this subject is justified. It wasn't until the Viet Nam war that 'smart' bombs began to be developed. Today's laser guided and GPS guided bombs, when all goes well, have achieved near pinpoint accuracy which helps reduce collateral damage and uses far less resources. In many cases, a small number of bombs can be placed right on the target,instead of dropping many bombs and hoping some of them will actually hit the target. GPS guided cruise missiles also eliminate the need to risk air crews to destroy enemy targets. I am sure many here remember the video from the first Gulf war, where cruise missiles flew into a designated window or down an air shaft on the targeted building. I used to bullseye womp rats in my T-16 back home. They're not much bigger than 2 meters.
  7. Amen! I suspect the big guns are just waiting out the patent and refuse to pay Mukesh's pipe dream valuation.. Oh man, what's that like? 10 years minimum until someone with some balls takes over and builds these things like they're supposed to be? US patents are good for 17 years from issuance. Those big guns better hope to leapfrog with Li
  8. I bought a short piece of Regatta Braid to test splice. The first one was a learning, the sceond one came out rather nice and smooth. I would imagine Salsa is about the same? Not in my experience. You need to pre taper, tape or lube and then plan on getting tendinitis milking it.
  9. Salsa is horrific to splice.
  10. Wise words
  11. Running from the Storm Apologies for the late update. As Clean posted, internet access is still a hit-or-miss proposition in Cuba and we just got back to Key West last night. We also had our hands full during the race, so there was not much time to post along the way. Just getting to the start line of this race was an epic of Homeric proportions, with canceled flights and snow storms providing me the opportunity to drive from NYC to Charleston in one 13 hour effort last Monday night. Charleston offered one of the first opportunities far enough south of the storm to allow an actual scheduled flight to make it to Miami, and fueled by caffeine and questionable food choices, I made it in time for a 6:30 am departure on Tuesday. After meeting up the crew, a low key and warm party at the Coral Reef Yacht Club, and then a team dinner I was finally able to get some sleep. It was a 10 AM start, with winds from the NW in the low teens. We were initially blanketed by Metolius which let Long Bow jump out to a lead in the left lane, but some smart choices about the gybes to get east of Fowey put us back into contention and just behind Simon Says as we started legging it down the reef line. The first leg of this race is a necessary drag race south, hugging the reef in an effort to keep out of the Gulf Stream to a point around Islamorada where the rhum line then diverges from the coast and heads out across the Florida Straits. In this section we saw the wind build and shift west, necessitating a switch from kite to solent and finally two reefs in the main and the trinquette (the smaller inner forestay sail) as the wind built into the mid-twenties and far further west than forecast. We had been playing cat-n-mouse with Long Bow, but they hung onto their kite for a bit too long (wipe outs) then switched to a Code that quickly became too much sail, then had some troubles with their take down all of which let us leg it out on them by a bit. The first real choice in this race comes at (or somewhat before) Islamorda, deciding when to transition from the drag race of a first leg and into the second leg that takes you across the Stream. Go east early to get across the Stream and play the weather forecast for a favorable angle in the third leg to the finish? That worked well for Trebuchet last year when they set the benchmark time. Or down the rhum line, maximizing your time in current but offering the tempting shortest distance and the likelihood that you cover your competition? Or stick with the reef, sacrificing distance but minimizing your time in current? It is this choice that makes this a navigators’ race, and tactically as challenging as any distance race that I have done. All the marbles, on one decision. In 2016, we won the race based on unexpected weather. The forecasts at the start called for a N to NW that would swing to a NE about halfway through that meant the rhum line was favored in the routing models. And that is what the majority of the fleet followed. But as we approached Islamorada around 7 in the evening, I pulled down fresh weather that showed the shift coming much later than originally forecast, which favored holding the starboard gybe for a much longer period, hugging the reef all the way to Key West and even beyond before gybing over. The weather allowed for us to stay out of the current, but had that the original forecast held, we would have been forced to make the choice to go down the rhum line. Instead, we went past Key West before Ashley Perrin called the lay line from 80 miles out and the rest was history. This year was a different story. The Tide Tech models and SST (surface temperature) observations pointed to a conventional Gulf Stream that met up with Florida at Key West and offered only a mile or two of relief between the northward column of water to the east and the coral ship breakers to the west. But we knew something different. Our participation in the Cuba Cup from Montego Bay to Cuba / Key West in late February pointed to a Stream that was much further south in the Florida Straits, one that was very close the coast of Cuba and with a wide gap of relief between the Stream and the southern keys. So, on March 12, when Kyle Hubely left Stock Island to deliver Dragon north, he headed straight south out to find the western wall of the Stream. Almost 40 miles south. Then he turned and followed the western wall until it met up with the Keys just north of Marathon, measuring current every few miles and marking up the chart. We knew for a fact where we had to hug the rocks, and where we could free out selves from the reef and start to cut the corner without paying a penalty. All we had to do was see what the weather would allow us to do. Meanwhile, any boat taking the rhum line or the easterly route would actually see adverse current for almost the entire way across the Straits, never getting the usual relief that comes on the south eastern side of the Stream. This year’s conditions meant the Stream dictated a course that split the difference between last year's tactic and the rhum line choice, and then weather and our reconnaissance allowed us to execute with a level of precision that was a distinct advantage. The weather cooperated beautifully. The actual winds went west and blew 25 to 28 much of the night which lured much of the fleet into the more physically comfortable ease down the rhum line. Meanwhile, we stuck to our plan and did a very shy reach along the curve of the reef until 1 AM or so when it dropped to high teens / low twenties and allowed us to get into the solent near about the time we reached our mark at Marathon Key where we also could ease off bit-by-bit and follow the western wall of the stream. That ease gradually took us into the Code then the Kite as the move freed us into reach and then run. It also traced a gradual curve away from the Keys and towards Cuba, all while maintaining the same board. By the end of the race, we spent less than 4 hours in the Stream. A forecasted shift to the NE ultimately did show up, but very late in our final run into Havana and we were able to gybe into port board and then downshift into the solent as it pulled forward. In total we did two gybes up at Miami, and one gybe down off Havana for a total of three maneuvers. We sailed right up the channel and dropped the sails as we approached the Customs dock where we saw Simon Says still clearing all the formalities. When we got to the dock and found out how their quadrant issues allowed us to be right behind them, we got our hopes up. The J125 Raising Caine did an awesome job and was close on our heels but we owed them very little time and felt pretty comfortable as we put the boat away. More worrisome was Chico, where we owed the 1D35 a ton of time. As we watched them finish, we ran a quick calc of TOD, and thought that we might have lost to them by about 20 minutes. It was not until much later when we got a chance to see the TOT results that we found out that we beat them by that same approximate 20 minute margin. They had a tough crew and raced an excellent course. If we meet up again, I will be sure not to underestimate them. It could not have happened without a great crew. Kyle Hubley is doing a thousands of miles of double handed racing with me on Dragon this year, including this race. We were joined by Mark Washeim, long-time sailmaker for the beast, as well as Nick Halmos who is the former owner of Cutlass, a sister ship to Dragon that is now First Light (and is for sale). Rounding out the crew was Jen Edney who put down her camera for once to stand watches and pull various bits of string, and Evan Langford who at 18 has a shared claim to a victory for his very first offshore race. Hats off to the competition, and a huge thank you to Chris Woolsley and the SORC for hosting what is a tactically challenging and completely excellent race. They are learning something new each time, and it has and (I am sure) will continue to improve. The event is on its way to becoming a Classic and if any of you are mulling over a trip south for some warm weather winter sailing and a shot at the podium in 2018, I highly recommend it. Dragon will be there to defend, and we have no plans of taking anything for granted.
  12. Blowing high teens and low 20s from the west. close hauled. Looks like the fleet is going thumb line. This will be interesting.
  13. Depth sensor, what kind of function does it take a place within the gyropilot system since I just started to reading the manuals, I am not that part yet. Well, it measures depth obviously. And it also measures water temperature which is pretty important if you are going to be doing any sailing involving the gulf stream. But I do not believe that any of its data is used in the algos used for the pilot or for true wind. It takes one slot in a bus box.
  14. NKE fan boy here. I have been using NKE instruments since 2002, first on my C+C 35 III and now on the Class 40. I have the HR Pilot now, which would be over the top for what both of you are describing, but also ran the basic Gyropilot on the C+C The bare bones package would be: Hydraulic Ram Rudder angle sensor Standard Wind Sensor (although I would recommend upgrading that to the Wind Sensor HR for faster speeds) Regatta Compass Speedo (electro magnetic, paddle wheel or ultrasonic) A display (you could lower the price by using a Gyropilot graphic, but I would spring for the Multifunction display) Gyropilot 2 processor 1 bus box. 2 at the most I think that is all you need to get started. I am pretty sure you don't even need the depth sensor. And then at a later point in time you could add other things to the mix on a modular basis. Wifi, remote controls, barometer, depth sensor, true wind mode, additional displays... adding any of those in individually or in sets in at a later date is pretty simple. A described by others, it is easy to install. Frankly the most difficult part on the C+C was building a place for the hydraulic ram and rudder angle sensor to be mounted to.
  15. Dragon Tales, the Pineapple Cup Edition It looks like a classic. Forecast is for us to start out in relatively light easterlies, with a shift to the NE with a bit more pressure coming over night. That sets up a tactical beat from the start out over the top of Great Isaac, one of mny Bahamian islands we will be passing by over the next couple of days. The key will be how far to push the first beat to the NE. With that impending shift coming, you risk overstanding and giving up precious miles to the competition. At the same time, you want to use the gulf stream while you have it in order to get north. This first leg is tactically important because whom ever makes it to the north east corner of Eluthera first gets the chance to turn down into the reach that will be the eastern side of the Bahamas. The forecast is to build, maybe into the low twenties, and it is going to be a fast ride so those who get there first will leg out on the fleet. This middle third of the race is also a parade... no passing lanes, no strategy, just pedal down speed. The best you can hope for is to get there first. Then through the windward passage between Cuba and Haiti and you turn further downwind towards Montego Bay. This last third is all about the VMG running, surfing wave after wave. Strategy comes back into play with the decisions about which lane to take across the Caribbean, and when / where to make your gybes. It is champagne sailing when the conditions are right, and at the moment they look oh so right. The fleet may look a bit small with 11 boats, but there is some great hardware in this year's edition. We are going to be benchmarking ourselves against the other Class40, Amhas with the added challenge that they are fully crewed with some impressive talent and I chose to go double handed with the even more impressive Kyle Hubley. We think we are up to the challenge. And we also hope to handicap out well against the other boats. This is my third time doing this race and I keep coming back because the course has the promise of so much awesome sailing, and the reception at Montego Bay is unrivaled in its hospitality. I am looking forward to getting there and drinking down some of that cold Red Stripe!