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About JasonSeibert

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  1. JasonSeibert

    Transpac 2019

    let me clarify on the limitation - we were reduced our cant angle to 37.5 degrees from 55 degrees. The boat is only 7000 lbs at 40 feet, so we noticed right away that we had a hard time keeping her on her feet during the reaching portion. Once we got her pointed down wind, we had barely any cant angle at all, and when we could fly the spins she would fly down the course (top speed we recorded on the boat was 22kts.) I'm not complaining. Not one bit. Just LOVED the challenge. Perhaps, next time, instead of putting a boat into a fleet based on a canting keel, the decision will be made to place boats into fleets based on performance. Yes - we should have probably been with the 125s, and who knows how we would have done under the same wind conditions... maybe we'll find out next time? Have a great night, and, as I said at the line, thanks, Tom, for helping us get there.
  2. JasonSeibert

    Transpac 2019

    I do have to say... we nailed that start. LOL!!!
  3. JasonSeibert

    Transpac 2019

    17.5 degree limitation, and I can tell you after three days of reaching - it mattered. lol. As Alfonso (guy that funded the Schock 40 molds) said, "Oh, man... they chopped your balls off." Don't get me wrong. My little "Gamble" is still a quick boat, but holy crap... In the included picture - you can pick out Gamble as the only boat with white sails on the line at the start. She's a bit wee compared to the others.
  4. JasonSeibert

    Transpac 2019

    Well - that was a lot of fun. Yes, Gamble was the smallest boat on the fastest line. My favorite question was, "who in the hell did you piss off to get put on THAT line?." Quite a few people wondered why I did it in a Schock 40. "Do you know that the keel falls off," they would ask."OH MY GAWWD!! You're kidding!?!" became my standard response. Sure, nobody knows the amount of refit I put into that boat for the past year to make her ocean ready. Well, maybe a few do, but the number is small regardless. Surely not a single person on the dock before the race that asked that stupid question. In fact, I'm pretty sure we were one of the only boats that was not only required to restrict the function of the boat by committee, but afterwards, with only days before the race, forced to prove a 150-mile qualifier as a result of the forced modification by committee before we would be allowed to be on the line. Yes - I was tail-end-charlie. It's true. But I'm proud that we finished in under 11 days. Not a small accomplishment for a 40 foot boat that started in light winds on the last day. I'm sure you have questions: Yes, it is a very wet boat. NO, the keel did not fall off. Yes, that was the first time any of us did that race. NO, it was not the first time we'd done an offshore race, but it was the first time we'd raced as a crew. NO, it was not the first time a Schock 40 did the Transpac. Yes, it is a fast boat and has to be sailed with no regard to life or property to make her go fast. And finally, YES - Rod Job really does spew rainbows out of his mouth and his ass as well. Gamble is back in Texas for a bit of refit before the most spectacular 150 mile drag race I've ever done. The Bacardi Cup Harvest Moon Regatta. Galveston to Port Aransas. After that we have our eyes on the SORC series, although I wonder what kind of debris we might face after Dorian. Lastly, yes - it is a bitch to cross the line last, but it is a joy to have finished when so many of you fuckers out there said we couldn't or told me outright that I would die. To that, "tell me I can't? Hold my beer."
  5. JasonSeibert

    2019 Bermuda 1-2

    The 2019 Bermuda 1-2 starts today. The weather looks rather challenging as the single-handed leg kicks off. Follow along here: https://yb.tl/onetwo2019#
  6. JasonSeibert

    SORC Series - Schock 40 setback but not out...yet

    I've done that to a few folks. Lol... But not the bobbing part.
  7. JasonSeibert

    SORC Series - Schock 40 setback but not out...yet

    Matt and I talk often. He's a great resource.
  8. JasonSeibert

    SORC Series - Schock 40 setback but not out...yet

    I've considered that in the wake of the event. Could I have rigged something to get the 24 volt motor working again? Maybe. Perhaps. But the manual pump system works and was, at the time, the best and safest solution under our estimation. I'm not a fan of stripping zero gauge wire and trusting a vice grip to hold under those conditions. A short, or worse, fire, could have resulted. There are lots of ways to post-mortem this, but I "think" we did it right. Had this been in the middle of the Bermuda 1-2, with no option of towing, I would have proceeded to attempt a risky work around; however, the choice to call for a tow and not take that risk, I think, was the safer solution for the longer term survival of the boat and crew.
  9. JasonSeibert

    SORC Series - Schock 40 setback but not out...yet

    That's a great suggestion. Next step is to get the weld inspected, and Ramsey Marine can do a die test. Any indication of zippering or failure should show up (**should**). We'll see.
  10. JasonSeibert

    Use of performance enhancing drugs in offshore sailing

    When I was running ultra distance races, I followed the EXACT diet in the book "Born to Run." When I raced the Bermuda 1-2, I combined a running program and meal prep for the boat with the same diet in mind. the biggest difference I found in running this diet was the use of Chia seeds as a supplement. That's the only 2 cents I'm going to provide on the subject.
  11. I can't stress how much fun the Schock 40 is to sail. Let's keep that in mind. The following is the account of what happened to Gamble on the return delivery back to Palm Beach. I'm sure there will be plenty of arm chair quarterbacks on this one, and I'd expect nothing less from this fantastic group, regardless, by posting this here, I want to preserve the record and make sure everyone has a chance to learn from the incident. Regarding January 20/21, 2019. S/V Gamble. Two souls on board. Myself and Quantum Sails professional racer Evan Harrell. We departed Conch Harbor Marina in Key West at approximately 9:15am after waiting out a storm front that swept through. We set reefs in the main and a blade jib for the delivery back to Cracker Boy boat yard in Riviera Beach, FL where the boat has been sailed on the hard for the SORC racing series. Conditions were good for the boat. Wind at 120 at about 20kts. Well within the boat’s capabilities and with the reduced sail, a comfortable and fast ride. We saw speeds from 10 to 14 kts, which is right in the boat’s expected performance range. Three other boats in the SORC series also left Key West at approximately the same time: Hillbilly, Harm’s Way, and Senara. I kept an eye on the weather and determined that to reach Riviera Beach (Cracker Boy) we would be beating into weather for about 60 miles. Evan and I agreed that we could do it, but it wouldn’t be much fun. I decided to put the boat at Miami Beach Marina or the night, and at approximately 4:45pm, contacted Miami Beach Marina and reserved a slip. Our estimated time of arrival was between 10:30pm and 11:30pm depending on conditions. We approached Fowey at approximately 10:30pm when the winds started oscillating between northwest to north and gusts started increasing to over 30kts on the northerly shifts. The boat was still handling perfectly and well under control. We had the boat on port tack the entire way from Key West to Fowey, and kept the boat on port tack as we feathered and went into max point mode to get to Government Inlet before planning to tack over to starboard for entry into the jetties. The boat was still handling perfectly as we worked our way up to the channel, but with the winds moving more towards the north it became apparent we weren’t going to be able to get to the markers. This was not a concern as the navigation solution was to simply tack over when the jetties were made. Boat configuration prior to tack: Keel angle: max cant to 55 degrees (port side). Single reef main 103 jib Visibility clear. Full moon (prior to eclipse). Winds 25kts with 30kt+ gusts. Seastate 4-6 foot waves at 3-5 seconds. Maneuver: Once the jetties were made, as part of tacking procedure on the boat, I tested the keel button. There was no response from the keel. The boat had power, but the keel was not responding. Evan took the helm and I checked the batteries. The batteries were fine, but the cable to the 24volt motor failed (the connector broke off the battery post). The boat was designed to have a backup keel position integrated into the electric pump and is operated from below decks behind the navigation station. The boat was in no danger, sailing well, and Evan and I determined the best way to tack the boat without the motor would be to drop the headsail and secure it to the deck first, then, tack the mainsail over while manually dumping the keel to center and pumping it over to the starboard side. I was on the helm, Evan on the bow. We executed the jib drop by feathering slightly into the wind. With only two people on the boat it was not possible to drop the keel to center until the jib was tied down and Evan back on the helm. While the sail was being secured, a large wave and gust of wind from the north pushed the nose over and began an involuntary tack. The mainsail and keel were now on the down wind side and the boat compromised. She was knocked down. Evan, secured by harness and tether, made his way back to the cockpit while I released the mainsheet and began working my way inside the boat to the nav station. I opened the nav station and dropped the dump valve to switch from motor pressure to hand pressure, then began pumping the keel to center/starboard. The boat popped back up, but was head to wind and no helm control. During the knockdown, supplies stowed in the aft/port bunk were thrown into the rudder quadrant that connects the forward and aft rudders and impaired the ability to maneuver the front keel (determined this later). With reduced helm control, the boat swayed back and forth from one knockdown side to the other with the strong gusts, but the keel in the center prevented the mast from going into the water. I lifted the motor hatch in the center cockpit and attempted to start the motor but it would not start. I made several attempts, but the wind and waves made the operation difficult as the motor had to be started from electric start button inside the motor well in the center of the cockpit. At one point, with the boat heeled over 30 degrees to starboard a gust of wind and a wave slammed the motor bay cover over onto my head and I lost consciousness for a moment. I regained awareness and informed Evan I was okay. We determined the only way to get control of the boat would be to drop the mainsail and motor in. The boat was now on its starboard side, Evan at the helm, and I was tethered into the port jackline while pulling the mainsail down by hand. The installed lazy jacks captured the mainsail as it was lowered and steadily the boat popped up as the mainsail was lowered and secured. With no sail the boat began to drift to the north in the gulf stream. I took a quick inventory of status: Minor injury, no leaks, boat not taking on any water, full instrumentation, but no motorized keel control. I then attempted to start the motor again. The motor spun but would not start. I attempted to start the motor for approximately 20 minutes with no response. At that point I feared there was water intrusion. I pulled the dipstick and observed a milky white liquid as opposed to black oil. The motor was compromised. Based on the weather conditions, the inability to maneuver the boat, the compromise of the keel electrical systems, and the inability to get the motor started, for safety of vessel and crew, I decided to call for a tow; however, my phone was thrown into the bilge and got wet. I then hailed US Coast Guard to request assistance. Time: approximately 11:45pm (this is a guess, I was not able to write down in the ship’s log the exact time). I hailed US Coast Guard on Chan. 16. Gave position, status, and informed that we were adrift with no motor and requested they contact commercial towing for us. Tow Boat US responded and reported they would be on scene in 40 minutes. Coast Guard maintained contact on a 15 minute interval and also sent a fastboat to observe and ensure safety conditions. TowBoat arrived prior to the Coast Guard and we began rigging for a long line stern tow. Tow Boat US handled the conditions perfectly, but based on the conditions, it took quite a bit of time to get into the jetties at Miami. Once inside, I informed the tow boat captain that the vessel drew approximately 8.5 feet and that to get into the marina at low tide, we couldn’t use the south entrance, but instead had to approach from the north. The tow Captain decided to try the south entrance based on wind conditions. I asked if he had a depth sounder, he stated that he did not. He ran Gamble aground by the sea wall at the south entrance. He then drug the boat along the bottom to get back to the channel. I restated that to approach the marina, he had to go all the way to the Coast Guard Base, then hang a hard right to avoid the shallow water. He did not follow those instructions turned too early, running Gamble aground a second time. Once again, he drug the boat off the bottom and proceeded to the marina entrance. Once inside, the only place to tie up the boat was at a “T.” The Captain did a great job of maneuvering in the marina, and we finally tied up. Time, approximately 2:30am – 3:00am. Tow Boat Captain assessment: great handling, poor on navigation and local water knowledge. Had he followed the instructions to approach from the north, as I requested, the boat would not have suffered potential major damage to the keel systems. With the boat secured, Evan and I needed rest. With multiple impacts to the keel, the boat cannot be sailed, but has to be motored back to Cracker Boy for full weld inspection before she can continue racing in SORC, or have any chance of racing the Transpac.
  12. Don't be mad, Jack. It's okay. This is all off-topic. We can go back to you talking about sailing, but if you WANT to talk about bitcoin, you might want to rethink your process. People think of bitcoin as an investment, or that there should be some expectation of a return. That's where the entire process fails. Bitcoin is two things: A brand, and a protocol. It is also what most people think of as an intergalactic credit. It is a value transfer protocol that people store value in the network, and then transmit/transfer it from point to point. The current "price" of bitcoin is the reflected perceived value of the network and the effort put into it. That is in contrast to a "stable coin" where people expect the value in to be the value out as backed by some fixed price. If you put $100 into Bitcoin when it was $100, you would have converted $100 USD into 1 BTC. Today, the world values that BTC at about $4,000. Pretty good value. But what do you do with it? IF you don't know why it is used, how it is used, when, where, why, or IF it should be used, don't use it. That simple. If you are going to invest in Bitcoin, don't. You'll spend too much time looking at these graphs.
  13. This should be the nextgen AIS systems - full data mesh networks. Here, they use AIS to help route efficiently. https://www.cut.ac.cy/digitalAssets/106/106626_1mcecn-2011.pdf One thing this proposal does not address, and is also a current weakness of AIS data, is corruption and security issues. But that can be addressed in time.
  14. Industries are slow to change. they fear change. Interestingly, the bitcoin protocol is based off of a 1980s encryption concept. So, it's really been around for nearly 40 years. Just slow to implement, slow to be adopted. But "internet of things" is a big deal, and having a reliable data source for that information, trusted enough to solve disputes, is a worthy thing.
  15. Blockchain is merely a database. the reliability of the database is its distribution across diverse parties on a global scale. Currently, the Bitcoin blockchain is the most diverse and widely distributed with billions of dollars in infrastructure. Without the distribution, the trust component of the database degrades. A blockchain with only one node is just a database. The real interesting prospects that I'm seeing are around side chains to larger backed existing chains. For the shipping solution, I looked at moving the client towards a side chain with audits to the bitcoin blockchain. essentially hashing the sidechain data into the bitcoin chain for preservation of data. But that's off topic.