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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.
    • B.J. Porter

      Moderation Team Change   06/16/2017

      After fifteen years of volunteer moderation at SA, I will no longer be part of the moderation team. The decision to step aside is mine, and has been some time in the works but we did not wish to announce it in advance for a number of reasons. It's been fun, but I need my time back for other purposes now. The Underdawg admin account will not be monitored until further notice, as I will be relinquishing control of it along with my administrative privileges. Zapata will continue on as a moderator, and any concerns or issues can be directed to that account or to the Editor until further notice. Anyone interested in helping moderate the forums should reach out to Scot by sending a PM to the Editor account. Please note that I am not leaving the community, I am merely stepping aside from Admin responsibilities and privileges on the site.

Hyperships

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  1. 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 .
  2. 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.
  3. http://www.marinelink.com/news/involves-rescue-cutter360772.aspx
  4. 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?