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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.  


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About Hyperships

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    I learned the over loaded boat lesson back in the 80s after reassembling my 32 foot dihedral foil catamaran at Sausalito Multihulls and allowing Malcolm Tennant onboard for a shakedown sail prior to the 425 mile San Francisco to Catalina race. The original plan was for me and my racing crew of four along with my brother and his son to go out and test the boat; but when Malcolm Tennant happened be at the dock that day and asked if he could come along I felt honored that he was so interested in my unusual design and I allowed the extra weight. Every thing was fine until we rounded Yellow Bluff and got the full blast of wind coming through the gate because my Gudgeon wing mast look like a wet noodle. Needless to say we quickly turned around and headed back to the dock. After being the first to finish and first corrected multihull, racing against other multihulls including the great John Walton on his tricked out F-27. I received besides the two trophies the best prize ever, a hand held VHF radio donated by West Marine. That radio saved my life one year later when capsized twenty five miles off Pt. Ano Nuevo when I was able to contact the Coast Guard tower in Monterey. It took 45 minutes for the Coast Guard to fly out from SFO to snatch us from certain death. Since we are all praying, please pray for the soul of a good friend and one of the best sailors I ever knew, Tommy Trento who helped me disassemble, reassemble my boat and win that race. I understand that he passed away several years ago. Back to the over weight boat cap shroud issue at hand the loads are especially intensified when considering a full hoisted main combined with the LCG aft of the LCB when sailing down wind. On a lighter note, perhaps Clean will finish that Big Gulp size cup of GB Kool-Aid and submit his report Remember the truth shall set you free .

    Here is an empirical equation used for scantling calculations on multihulls that have merit. 3.5 Wet Deck or Cross Structure The wet deck design pressure is to be determined by the following equations: pwd = 30N1FDFI VVI (1 – 0.85ha/h1/3) kN/m2 (tf/m2 , psi) where N1 = 0.10 (0.010, 0.00442) ha = vertical distance, in m (ft), from lightest draft waterline to underside of wet deck, at design point in question. ha is not to be greater than 1.176h1/3 FI = wet deck pressure distribution factor as given in 3-2-2/Figure 6 VI = relative impact velocity as given below: = 4h 1/ 3/(L)^.5+1 m/s = 7.24h1/3/(L)^.5+3.28 ft/s V, h1/3 and FD are as defined in 3-2-2/1.1.


    I think bigmarv is on to something. I question the statement that the loaded condition appeared under engineered max full load. The boat was already 240 kg over the light ship design weight and then had more outfitting done at gunboat. I wonder how much additional gear/toys and provisions were actually loaded aboard for the planned tome to be spent in the Caribbean. I don't recall anything about this yacht being built to any classification society rules such as ABS rules for building and classing high-speed craft because bridge deck clearance is a big factor on scantling requirements. In addition there would be a requirement to provide a safe operating envelope (SOE) in the craft operating manual. The SOE would require a reduction of speed based wave height and might have an additional statement like "The master must observe the speed with due caution to prevent continuous wave induced slamming and excessive accelerations, thereby limiting the effects of load peaks on the vessel's structure". In addition there would be a warning stating IF THE SEA STATE EXCEEDS A SIGNIFICANT WAVE HEIGHT OF X.X THE VESSEL SHOULD PROCEED AT SLOW SPEED TO THE NEAREST SAFE HAVEN. Mr Rain Maker I am sure has rather large cojones and once becoming drunk with excitement, enjoyed those down wind speeds. After all wind speed over the deck may not be that great when sailing at speeds above 20 knts down wind and couldn't the great GB handle a full main in those conditions especially with those heavy sterns. This is why I don't buy the triple reef and when the smaller squalls hit just point it DDW and ride it out. As for the whiteout squall, good luck in the blinding condition negotiating that swell coming from the south and now you have the recipe for the perfect slam to take down the rig. Once you have the rig down and cut away, what is holding the longeron up? It looks to me like the splayed out struts is now all there is and the load path carries into the main hull beam connection. I wonder if the designer considered the dynamic loads caused by the pitching and heaving that they were experiencing. Could have been some cracking noises happening in that region and why would PJ say they would bring her back better than new. Combined that with the seas trying to board from the stern because without the mast the boat will have more trim by the stern. If there was no danger to life on this boat the Coast Guard normally would have sent a cutter to tow them back. Where is this boat that we were told had a transponder? Perhaps if towed back it has been hidden in shame or is it lost at sea?