blunted

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About blunted

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    Super Anarchist
  • Birthday 01/02/1969

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    Boats with wings are cool, just plain cool

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  1. blunted

    General fucking recall

    Seems to me a bunch of this might have come about as a function of having everyone starting on a beam reach instead of upwind. ADD is clearly wrong but it seems as if they thought they could just bear away and run the line a bit till they got carried away and took a run at the rest of the fleet. Looking at the drone footage its already turning into a giant pile up at 20 seconds to go. I went through a similar stupid start recently in a supposedly fun race. Prior to the race, the wind direction for the start would have been upwind but in the last 5 minutes before the start everything swung right almost 90 degrees and I simply don't think most boats skippers caught the news flash and the majority of them lined up as if it were to be a regular upwind start, meaning they were all barging by a country mile. My Dad was driving our very cruisey 43 and lined up half the fleet on the layline for the right end of the line and locked the whole pack out, he knew we could not win the race and it was just for fun so he figured he'd have fun with the rest of the fleet, who were clearly in the wrong. Hold them to account as it were as 90% of the boats to weather of us were racers and figured they could simply intimidate the boat with the bimini. (Dad has won a few worlds and raced for 40 years, he's no slouch on the helm even at 78) Cognitive dissonance soon followed, how could it be the fat assed Bene was sailing so high and calling everyone (Mostly racey types) that they had to head up and that we would not yield? There was yelling and screaming from all to weather that they "couldn't make it around the boat! OMG". I calmly pointed out to them that this was the point. More yelling and then gradually it dawned on them that he was shutting the door on them and they'd have to hit him, hit the boat, or bail to windward. 5 boats turned up to bail, then when the gun went off, they simply kept sailing to weather having entirely skipped the start line. I was impressed that the most litigious of the skippers to his credit actually bailed, then circled around and started properly. All the others, not so much. I was both shocked and disappointed to see so many obstensibly "good" sailors take such a shitty sequence of actions. It would not have mattered if we were a laser, a TP52 or a Magregor 26, we clearly had rights from way before the start. My 14 year old non racing son even pointed it out. Again, I think most of them simply had their heads in the bilge and missed the rather obvious wind shift and never moved the race track in their minds to follow reality. No paint got scratched however, we had a good giggle on our boat and at the end of the day it was only blowing 4 knots so it was all a slow motion shit show, but man, junior club level shit on the race course. Dissapointing. Again, had the line been more square in the traditional sense in the video, I imagine it might have had less fur on it. Yes, the screaming was great. Brace for impact!
  2. I think the true art in this issue is understanding the concept of cascading failure. Sure one thing may be dodgy and it could hang together for the race, but what happens if that one thing comes off the rails? Will the next three parts in the chain hold up, including the crew as part of the system? This is the place where small things can quickly become big issues particularly if those on the boat are not really familiar with all of a boat's systems. bigger primary failures can always lead to even bigger secondary failures. Same thing for sailing goofy, e.g. in non-normal configurations where things are loaded off their normal axis etc. Small changes in systems can have similar effects on the boat as well if they are not properly understood. As for Da-woody's first question about what to do. Well I would always say bench test the bit in question if possible. So lets say there's a crack in a bulkhead, take the load off the rig, let things relax and observe the damaged bit, put some reference lines on it with a sharpie. Then load it up with at least two observers watching it, wind on the rig or other high load elements that affect it and see if and how much it moves. That can add to the delivery of factual information in making a decision about proceeding or not. We all know which systems should move and which should not. I grew up on a 50 year old wooden 8 Meter. Ergo it always leaked but it was simply a matter of how much. It got to the point that I could accurately guess the runner tension while below packing kites by how much water came in at the front of the lead where it met the wood. Some flex OK, too much, not good at all. Same boat when I was 17 years old I skippered through a 100 Mile overnight distance race. I spent 4 hours watching one set of chain plates moves around by half an inch. Had I seen it before departure I likely would have said no go. Half way through the race discovering it, well I was already in the middle of the lake so I just rode it out, carefully. I'm kind of too old to needlessly roll the dice anymore and my kids, wife and life insurance agent appreciate that I not take undue risks in the pursuit of a pickle dish so if I knew about a bona fide major technical, yes, I would bring it up with the owner in a clear and succinct way. Happily, this is not my lot in life, I get to play on vessels that are well maintained. Similarly I often get asked to sail on boats on the basis of my technical knowledge so I have the benefit of credibility when I speak to those issues.
  3. Well there is always room for operator error as foil systems are but one part of a complex program. Sail trim and steering are just as big a factor in having a bad day shall we say. We did have some discussions about the idea of pre-sets for foiling. So lets say we have a default "upwind button". You press it and the foils settle into a reasonable setting for upwind sailing. Likewise you can have a downhill button, that sets things up for the top mark. Then you immediately get to, light, medium and heavy downhill buttons as what you do in 6 knots is no what you do in 20 knots TWS. I think that expecting a crew to forget they are sailing a foiling boat and not trim it right is a bit soft headed. If you sail these boats you are doing it 90% of the time to race. Racers pay attention to settings, its their job. Is there anything to help them notice the wind is increasing? sure, the speed, the altitude, the different behavior of the boat, the fact that you could hurt yourself or the boat if you don't pay some attention to the gross trim details of operating the boat. A few bad wipeouts has a way of burning the importance of a particular setting into your mind and memory. If you have too much lift on, you know immediately, the boat flies way high then steps sideways and falls back to earth. If you don't have enough, well you simply don't fly. Currently the boat has a "tack" button, which when you press it mirrors the settings on all four foils at once. Press it and forget it, all the foils move in a few seconds to the new setting while we're all running about turning the boat, it frees up a set of hands at a critical time. To the extent that the entire system is already fly by wire it lends itself to all manner of software tinkering. From here you very quickly get into the conversation of AI or automation and is the boat sailing itself or are the sailors making the decisions about how to use different elements of the boat in real time. Personally I think presets make sense for this boat and from a class rule perspective they could be helpful for doing things like limiting differential. Differential being the difference in AOA between the windward foil and the leeward foil. You can set your windward rudder to apply downforce which creates righting moment and makes you go faster, you tend to match it with more lift to leeward as you are pushing the boat down in the water. Going fast enough you can generate a shit ton of RM and ultimately it can end up exceeding the design parameters of the boat and you'll start breaking shit. Having limits baked into the software that allows for foil control could prevent that situation where you are breaking the boat because you're pressing the pedal too hard or you're simply not aware that you are about to exceed the design parameters of the yacht. A load sensor in the mast step is a very simple way to gauge if you are in the design envelope or not in how you operate the boat. The problem with AI or auto systems is they will very quickly want a whole herd of sensors to help them fly the boat. Gyros, altitude sensors, sonar and so on. These all need to be calibrated and kept in good working order to allow the entire system to make sensible flight decisions. I think all of that is beyond the ken of what was originally contemplated for this class. For example, ask the few hundred dead people at the bottom of the Atlantic off the Brazilian coast how they feel about frozen Pitot tubes on their Airbus. One sensor was bad and the crew did not have enough traditional skill at piloting by hand to question the supposedly air tight autopilot system that kept trying to pitch down because it thought it was about to stall due to too low airspeed. Had the pilots simply got their head out of the cockpit, turned off the auto and flown the plane everyone would have lived. Instead they were trained to trust a very complex system that had a faulty primary sensor that was having a very bad day, which indeed had a force multiplier effect on the bad day front. Sailing a foiling boat isn't that drastic but its a good example of where lines start to blur between human and machine decisions in complex processes. Like I said, I think pre-sets are fine to get you in the ball park, no different than having numbers on your boom to follow outhaul setting, the human still decides how much outhaul to put on. After that I am of the mind that the sailor's skill should be the deciding factor in the boats performance. One things is for sure, there will be lots of room for experimentation.
  4. We didn't spend too much time in waves but we did get "outdoors" for a bit. Seemed easy enough, swells were pretty spread out so upwind you are just sailing along happily enough through them. Downhill on the foils if they are big enough the boat contours, or gently follows the up and down of the wave, but not entirely, only about half the height of the wave. It's a multivariate problem, wavelength, wave period, wave amplitude, angle to wave, steady flight or not, wind strength. Regardless, we didn't find anything objectionable about sailing in long swells. Either way, if they are small enough waves essentially don't exist once you're up and going. A few times in the bay we'd be approaching a big set thrown up by a big cabin cruiser and the correct response is simply to ignore the waves and blast right through them. On the swells, with the right angles, you could also surf them on the foils easily enough. I always describe foiling to people who have never done it as the Costanza paradigm. Perhaps you remember the Seinfeld episode where George Costanza is just failing at everything so he has a radical idea, simply do everything the opposite of what his gut tells him to. Sure enough he starts doing everything "backwards" and his life gets immeasurably better. Same for foiling. You're up on foils and a puff hits, what do you do? Channel George and sheet in and step forward, ta-da! you go faster with more control. You come upon some big waves sledding along downhill, what do you do? Sheet in and plow through them like they're not even there, ta-da, nice smooth ride. It's a simple way to explain that lots of foiling is counter-intuitive to a person who has grown up leaning back and easing out in the puffs. Then the light bulbs start to go on.
  5. Sorry I have no idea what the short term plan is for yachting. Each program is marching to their own drum currently. I just got jetted in for a spell to help dial in the program.
  6. Oh yes I forgot, the push button actuators on the foils angles are dreamy after having spent years ripping my arms off pulling too small strings to move foils around under load. Four rocker buttons handle all the fun for the two main foils and the two rudders. Some boats are playing around with some distributed buttons for the crew to use from the rail and there was talk of making a wrist or forearm based version of the control panel so you can tweak the foils from where ever you are on the yacht. All very civilized. A 120 Volt shore power cable plugs neatly into a cockpit port when the day ends to recharge the system over night. It also has two bunks below, one up forward and another under the cockpit so you can keep your mistress on board or do some light coastal racing in some decent shape. Having done two Mac's on a turbo Melges 32 I can assure you I would take the TF10 over a Melges any day for some kind of distance race. Faster and more comfortable for sure. The hiking benches are the bomb.
  7. Well I got to sail this boat for the last few days in Newport RI and I can happily report its a great little boat. We had it foiling downhill in anything over 6.5 knots TWS and steady breeze. A bit more breeze than that makes for nice steady foiling once everything is dialed in. We had one, two and three boat testing happening at times and managed to get all the boats working in the same performance envelope. In light air upwind we had code zeros working nicely below six knots, then over to the Jib. even in 7 knots of breeze speeds uphill were in the range of 10-11 knots tacking through 90 degrees. As the breeze came up we were regularly doing 13's uphill with good angles. That's with four good sized guys on the boat. Foiling compared to more sporty boats is smooth and controlled. There's certainly some work to do on technique but sailing with foil settings close to the design tables delivered the promised performance much of the time. Lift off could be done as low as a boat speed of 15.5, but 16 plus was a more reliable lift off speed. That having been said, when it was marginal, one could do "high lift fraction" sailing where say 50% of the mass of the boat was on foils, reducing wetted surface and you could easily skate along at 17 knots downhill in 7 knots of breeze very smoothly. As the breeze comes up just a shade more its pretty easy to get up on foils and stay there. Obviously time in the boat will deliver better and better results for skippers and crews alike as they get used to the boat's preferences. Coming down off the foils, even unexpectedly was easy going to say the least. You might get a splash over the bow and spill your cocktail but that was about as bad as I experienced in the few days I was on the water. Compared to some beasts I have sailed this was positively benign. Between the mass of the boat, which carries momentum and the freeboard and lateral surface area at the waterline, I felt no closer to death on a splash down then I might crossing the street after rush hour in the big City. There is of course a few details still to be sorted. Like put a slightly larger outboard on it and refine some of the reefing details as well. Up at 13 knots true a reefed jib is very good and North of 16 reefing the main is the way to go. I suspect the reefable jib will go away to be replaced by a J1 and a J2. Broadly speaking however the design of the boat is bang on the money and the construction is well sorted and detailed by Holland composites. The new mast will need some serious abuse to break. The only complaint I heard was the choice of winches in the cockpit. Crews are still working out mechanics in maneuvers but big leaps were made even in the time I was there. For a boat that set out to be a "gentleman's foiler" I'd say it's hitting the goals. You can drive from the cockpit or up on the bench in total comfort. Things get more athletic the further you move forward as pit and front man have to do most of the grinding and humping the foils up and down. The pit guy should be prepared to do a whack of grinding in any kind of variable conditions downhill as the AWA can move around a lot. For a lot less money you can get around the course a good deal faster than a TP52 both up and down with a fraction of the crew. it wasn't unusual to be going 2.5 times the windspeed down hill sailing through decent angles. We saw 28 knots a few times as did the other boats when the breeze was at 12-13 or so. the whole ting folds up on a trailer and can be rolled or craned into the water easily. Personally I look forward to sailing these things more in the future. Pete Melvin and his boys have done a fine job designing this little Yacht and the NYYC has shown some daring in seeding and promoting this particular development in the sport.
  8. blunted

    CHI-MAC Race Wx

    Do you see anything in this shot? This was after we had take the decision to suspend our search. We had been at it for at least 3 hours and dusk was coming fast. Note, cameras do a lot of cool things automatically and one of them is adjust exposure times to give you a better looking final shot with good lighting. When I look at this photo now I know it does not correspond to what we were experiencing on the water in that moment, it was darker for sure. Look to the left and you would have seen the City shrouded in cloud and haze with a squall line rolling in towards us. I took this photo because we thought we might be coming up again on the MOB module and I wanted to get a GPS ping on it for the record so we had a last known sighting of the thing. Turned out to be something else, but you tell me what it is. What's my point? My point is that looking at photos of something after the fact is a far cray from the subjective experience of the event in the moment. Here we see a slice of horizon 30 degrees wide if that, your eye is already forced into a smaller search box. The reality was that on the water you are seeing about 170 degrees wide if you relax your focus a bit, but then you simply see thousands of wave crests. We had only just dropped sails so we could stop spotting puffs and nasty rollers that might cause us issues. For our part we had elected to keep our sails up during the search because we felt we could cover a lot more distance under sail even with huge hole in the main (Why we retired), it also made the boat more stable as a viewing platform, with no sail up roll was crazy on the deck. It turned out to be a reasonable call. When we took down the sails and started motoring back upwind at full revs the best we could accomplish in that wave state was 3.6 knots if that gives you some sense of the wave state out there. So it was an hour an a half or so to get back to the dock from where we were at this point, only as we got closer to shore and a bit in the lee could we break into 5 knots of BS. So yes I admit, this photo makes the conditions look kind of benign, I can assure they were not. The end of the day was marginally easier than a few hours before when the search started. It was still blowing in the 20's at this point with a bit more on the way. We were lucky in that we were close enough to shore to engage help from there in doing some calculations for where to look. We looked on Yellow brick as to where Imedi stopped racing and then got the drift track from the USCG of 190 deg. It had been reported he went over about 3:00 pm, so we started working out how long it had been and assumed a drift rate of 1.0 to 2 knots. At the big end that would have put us 6 NM down the track from where it all started. We spent hours sailing back and forth at a TWA of about 100 gradually moving down hill about two miles wide. When we were at 5 plus miles from "start point" we spotted the MOB module. It had already been spotted by two other vessels and immediately reported in to USCG so we did not double up on that. For our part we tried to keep our on air comms quiet so as not so sew confusion. At one point after spotting a fixed race mark in the water we did the old dinghy trick and chucked a mostly full bottle of Gatorade in the water to try and get a sense for drift rate. In four minutes it had made it 120 meters. That translates into about 1 knot of progress. The MOB module must have been making about 1.5 knots plus to get where it did in the time it did. We ended up quite far to leeward of the pack of search teams towards the end on the rationale that it was possible that he was moving faster than anyone might realize and there were no eyes on that part of the grid. Otherwise we had a pilot below manning the fixed VHF and making notes and coordinating with the on deck team, we had two guys with portable VHF's monitoring things while watching, the balance of the crew were scanning constantly for anything we could find. So that was 7 pairs of eyes doing what they could to help out. It was clearly understood by everyone out there that we had to find this guy and bring him home. If it was us, we'd want everyone looking too and we acted accordingly. I simply cannot imagine the stress the Imedi crew were experiencing throughout the whole ordeal right up until the point in the middle of the night when they had to suspend their search, it would be absolutely soul destroying. My deepest sympathies to the crew, friends and families of the lost sailor.
  9. blunted

    Questions for US Citizens sailing to Canada

    Stock up on booze in the US, Canadian booze taxes are rather high. Anything less that 10 cases is OK to say its simply for personal consumption. In the maritimes this would be considered reasonable. If you really want to smoke weed, get a prescription written in anything but crayon and you can buy at a local dispensary anywhere in Canada until Mid October when the various provincial governments will then be required to sell it at stores to anyone over 18 years old without a script. Point being, don't bring sand to the beach at the far flung risk of getting your boat impounded, we have way better weed than the US and much cheaper weed than the US, buy local. US border patrol is approximately 10 times more difficult than Canadian CBP to deal with. Since some time in early 2017 they have somehow become a tad bit more belligerent to deal with. US Customs video phones work pretty well, have your passports (not expired) for all crew, have all crew with you sober and standing up straight and have your ships papers ready to go. Take a notebook and pen with you, you will be given a confirmation number etc that you should write down and store with your ships papers. These days as mentioned, in Canada, you don't even have to go to an official phone much of the time, you can simply call it in from anywhere inside the Canadian border to the appropriate 1-800 number, you end up talking to someone in Manitoba regardless of what coast you land on. Either way, either border, be polite, be succinct, don't be ambiguous, and you'll be fine. Don't volunteer information that is not requested. Don't joke, they have no "joke setting", just stick to the business at hand and be a white, happy tax payer and you'll have your best possible interactions with the authorities. Keep in mind going into the states you are subject to some extreme search possibilities, like your encoded phone can be searched and if you don't offer up a passcode they can detain or expel you right there. So consider that under limited circumstances that your phone and all related apps could be searched, so just consider what you have in your photos folder or perhaps the last ten things you wrote on twitter, would you want to have to explain them to CBP? If not, consider editing your content somewhat before travel. Remember lying to the CBP is a federal offence, so if you say "no I don't smoke weed" then they find a photo of you on your phone with a joint in your hand, you have a problem. So don't make problems for yourself. Keep your mouth shut and do as your told. Until you get past CBP in the US especially, you are not actually in the US, you are under the care and supervision of the CBP and they are GOD as far as you are concerned. Don't smite your Gods, its a bad idea. I second the thing about travelling with kids if you don't have both parents with you. I always get or write a letter of permission stating dates of travel, general destination, explicit permission for travel and explicit permission for medical decisions, I scan it with a copy of my passport, date it and sign the whole thing. there's no point having permission to have the kids with you if you cannot also sell a spare kidney or two. Travelling with guns in Canada. It can be done for long guns such as rifles and shotguns. There are licensing procedures you can go through to bring in the weapons and ammo, under visiting hunter programs. Handguns, are totally restricted. Likewise for rifles and shotguns there are also lots of technical limits like nothing with more than three rounds in the chamber etc. Additionally, even with all your documentation in order, if you have a weapon on board, they will almost certainly figure out a way to inspect your yacht very thoroughly, even if you have to wait a day in port while they come find you as its an instant red flag if you say yes to weapons on board. Bring a machete, a harpoon an Andalusion ceremonial sword, just don't bring guns, they just cause you headaches. (Lest you think Canadians don't like guns at all, keep in mind about 1/3 of Canadian households have legal guns in them today, mostly for hunting and farm work, or occasionally starting races) One other thing. Get travel insurance. We may well have socialized medical care in Canada but they are happy to charge foreigners lots of money to avail themselves of the services. Sailing is an inherently risky thing and medical issues do come up. If you have a benefits program through work it may cover travel and you'll be fine but if not spend a couple of bucks on it. Plenty of Canadians have been bankrupted travelling without health insurance in the US when they end up in a hospital for some reason. Travelling in either direction the story is always that you're there for pleasure. You are never there for work, period, ever. If you say the word "work" or "employment", better hope you have a VISA for that. With the current trade war heating up, expect there to be more sand in the gears in both directions with customs. they are all unionized employees and they act accordingly. If you bring pets, have current up to date vaccination records for your animals. Sailors get a huge amount of leeway in both directions at the border, generally we can actually get away with almost anything if we try. The best trick to keep life simple is never give them a reason to inspect your boat. "Yes sir, no sir, two bags full sir". Good luck, enjoy your trip.
  10. I'm sure it was our post-prize giving entertainment that put them most at ease.
  11. It only took a C-class regatta on their front lawn to convince them that multihulls were not the devil's whip.
  12. blunted

    Smart/Not Smart - booms above centerline

    There is no magic about the centerline, its just one stop on a range of settings that have only to do with one thing, AWA. Which has the square root of fuck nothing to do with where the middle of the platform is relative to the boom at any given time. Used to go North of the centerline all the time with the wing, worked fine. Tell tales flowing? then its working. Do it on other boats all the time, tell tales flowing? Then its working. Now maybe on some boats its a bad idea due to foil configuration etc etc but are the tell tales flying? Is your rudder stalling? Maybe its too far up then.
  13. blunted

    what is it?

    What I tried to convince someone to install on Peerless GTFP
  14. blunted

    Anarchy is Hate Speech

    Anarchists getting run up the pole for "hate speech" in Hamilton? Couldn't happen to a nicer bunch of fellows that. It's inevitable that the SJW crowd in Canada will ultimately be hoisted firmly upon their own petard. Sooner or later the radical left will always eat its own. Those knobs are protesting gentrification in Hamilton, they do so by smashing up independant businesses who have invested time, energy and money in their community. Their shortsightedness cannot be overestimated. Despite current hysteria and turmoil, at a constitutional level, USA has the much better system. Our government is working overtime to fuck up our system by affronting personal liberty. Americans take note, you have the best system of personal liberty in the world. Read DeTouqueville again and again and appreciate what you have.