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309 F'n Saint

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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

    What's your approach to Risk Management?

    I guess it depends on your idea of what constitutes bad weather
  2. blunted

    U.S. boats ignoring Canada’s border closure

    so to flip the script, I have to ask, what is the current state of enforcement in the Thousand islands? I don't want to run afoul of either set of Authorities, anybody know how its being handled in that neck of the woods?
  3. blunted

    Dinghy Tow Line Questions

    I have an 11' hard bottom with a bolted on outboard so towing behind the 43 is my choice as we don't have Davits. I have some slightly stretchy line I use, same thing, surfing down the 2nd stern wave if possible. Usually to a winch on the lee rail is optimal. I'll pull it forward onto the back face of the wave in front if its getting too skittish and surfing faster than the tension on the line. more drag on the boat that way but keeps it settled. If the big boat is changing speeds a lot its harder to get everything set up in a settled configuration. Yes a little drag off the dinghy is most helpful to keep it lined up nicely. In the shot below she's too close to the boat and you can see she's skated down the wave and the tow line has gone slack which is about to cause some wee trouble. a few moments later I let it out another few feet and she settle down nicely keeping tension on the line at all times even if variable.
  4. blunted

    What's your approach to Risk Management?

    On our boat the responsibilities primarily fall on me for judgment calls and operational issues. We do two weeks of cruising every year which is the most risky stuff we engage in such as doing overnight passages on lake Ontario, Sailing in up to 30 knots for extended periods and so on. It's me (51), wife and two younger teenagers. #1 risk we have determined is me going overboard as I am central to much of everything so we're working on managing that element by getting everyone else trained up on recovering me or my body as the case may be. Starting with engine based MOB drills, moving onto sail based ones. The three of them are totally capable of handling the boat if I am down or out. The big issues arise if we're out in the middle of the lake in spicy weather and more weather comes our way. We're cruising so I have no issue slipping the engine in gear, luffing, furling as required and putting in a reef or two to keep things comfortable and under control. Hell, drop the main if I have to. Standard cruising procedure, try to shorten sail before it gets to you whatever it may be. Only have two sails on the boat anyhow and the main is in a lovely stacker so its dead easy to manage that way. As a family we have dealt with 50 knot squalls so nobody freaks out in big weather. I study weather extensively before we go anywhere and let everyone know what we're in for, dress and trim accordingly. My passages are well planned and we always know our bail out options along the way. Before we go, I have extensive to-do lists that includes checking all major on board systems for functionality, having the most important spares on board and having everything stowed pretty as we leave the dock. Next biggest issue for me is navigation, don't hit other boats or rocks being the big ones. None of that is rocket science where we play with the tools we have available. Our first serious mission however on the boat was with paper charts only as the GPS snuffed it two minutes off the dock, but we managed 1000 km and something like 27 locks big and small and only tagged one rock along the way, driving home the point that one must always pay close attention. But taught wife to navigate at night on rivers with commercial traffic all using a river chart book. no issues. So broadly speaking, constantly educate everyone on the boat, daily briefings on what we are doing and if there are known risks involved, be proactive, if the situation is evolving quickly, communicate clearly and practice important stuff with some regularity. Make sure nobody is ever afraid to put their hand up if something feels or looks hinky. e.g "Hey Dad, is that a waterspout right behind us?", "Hey, look at that, good spotting son, what say we head up and give it some room to pass to leeward?". "Oh look, another one!" 6 in total that day. Empower your crew to get involved. Tell stories about previous bad scenes and how you solved them or not, shared history is shared knowledge and makes the whole crew stronger. The single best risk mitigation strategy is simply knowing when to say "no, not today". For the record I do not operate on the precautionary principal, I take plenty more risks than lots of other sailors I know. Partially because I am comfortable with my and my crew's skill sets and partially to push things a little here and there, especially with the kids. It's OK in my books to make manageable mistakes along the way and then learn / teach how to manage those. Then you are more capable and resilient when something bigger and badder happens down the road. It helps that my team totally trusts me too. Below, Practicing MOB earlier this year while I sit quietly enjoying my beer.
  5. So metric junk rig or Imperial?
  6. T seems to be pre-occupied with regulations and standards as some kind of design tool. They are not that, they are a standards and compliance tool, conflating their intent and use will for sure lead to displeasure. I work with zoning bylaws and building codes all day long, thousands of pages worth and generally except for a few small appendicies they go out of their way to NOT tell you the method of designing anything, only telling you what is in compliance or not in certain domains of design. Having lots of experience designing in compliance with a set of rules can eventually lead to a design methodology that will do things like type-forming as you know a priori what will be allowable and what will not so you tend to channel your design efforts down those paths to preclude wasting time in areas that will not be allowable. But that's still only one part of a design methodology that obviously relies on stacking various skills and experience sets to do it efficiently. This whole designing a rig from first principals thing to me seems as if, while intellectually fun to play with, is best left to the sub trades to work out on a design build basis. E.g. call up a mast shop and say, or show them what you are doing and let them do the math for you as part of their design-build work. Granted, I have had the pleasure of being involved in projects that were done from the ground up but they were exceedingly experimental and concerned with every gram of weight added to the program, so starting at that level was sensible. That is one of the beauties of being an Architect, for buildings or boats, you have to master a pretty comprehensive set of skills but not to an immense depth for many parts of the job, you simply need to be fluent enough in them that you can keep your other consulting engineers honest in their dealings and not leave them pontificating over their whole area of expertise so you can advocate for the total project success. Half the job is coordination with others and their expertise. being smart also means being humble and knowing when that guy you hired, is the fucking expert, his liability insurance is on the line and you'd be well advised to pay heed. This doesn't preclude critical questions and ensuing debate but it does require some humility for it to work well for the total project success. yes I know, fucking consultants!
  7. So it's a boat that's been built many times over before, do I have that right? So why not call up one of the owners of an existing one and ask them what they have standing over their deck? Seems like a real time saver.
  8. OK then...seems to be the path of least resistance Chinese-Sailing-Rig-Design-Build and another and people who seem to like that sort of thing
  9. This is the part where I always chime in and say, ya know, a drawing or two would really help to illuminate the problems at hand. Because it's kind of a drawing problem, or at least a geometry problem and those are described well with drawings. I understand some people are shy about drawing or sharing their drawings but sooner or later the doctor usually wants to actually you know, examine a patient before prescribing some course of treatment. We're kind of playing hide and seek here It's a junk rig. OK then, most just rigs are un-stayed This has a genoa OK, so that's one stay I didn't say it's un-stayed OK then, exactly how many stays are their? We've established it probably needs a forestay to carry the front sail but is there any others? Are there shrouds? Will the shrouds have spreaders attached between them and the mast? If so, well that seems kind contrary to having a junk rig given how those things tend to work most time. What about backstays? Anything there to help with forestay tension? Running backstays are more compatible with Junk rig but..... A drawing seems like a more concise way to communicate the totality of the problem to be solved.
  10. It's funny for two reasons to me, One being that my Brother in law was on the winning Cambridge team. the other, well you know
  11. Ya if I was doing un-stayed I would do the carbon route for sure but that's me spending other peoples money as usual. Perhaps an off the shelf Nonsuch rig or Freedom rig would be the closest readily available thing to start with. Aluminum or carbon that way
  12. Anything 72 feet long is going to cost some proper money. No free ride available on that part of the equation. Unless you go rooting around for used rigs, of which there must be tons available here and there. perhaps check in the BVI's post hurricane, plenty of stuff available in the dings and dents section For wood, are you planning on old school, a single milled piece of timber, or are you talking laminating up a section? Obviously sourcing one nice piece of Sitka Spruce from BC is the optimal but laminated makes it far easier to find many suitable small bits and make them one if you have any skills with glue.
  13. I don't build carbon masts for a living, I'm an architect. I don't even say how much my buildings will cost, because my job is to draw them, not build them. I only let builders actually cost things We bought 45' tapered carbon tube in super high modulus for about $25K USD. but our compression and bending loads would be a tiny fraction of what yours would be, so cost would be lower for sure for what we were doing,
  14. probably yes, Junk rig is a whole other set of issues but sure, fair bit of material involved. Junk rig does however offer some great opportunity in that you could do a mandrel wound spun rig which can be a huge cost saver. Not as good an external finish as 2 part molded but can be easily built / spun and autoclaved with a variety of materials. We used mandrel wound spars that were repurposed from some very high end Egyptian Dhows for a project we worked on where the finish was not an issue, big time saver as the mandrels existed and could be dusted off for use on a days notice. But I'm not sure where a forestay figures into a junk rig. Care to share a drawing?
  15. Would really depend on the spec, what modulus of carbon? Custom tooling or is there something you can repurpose from another job (Tooling is a huge part of the cost). External fixed track? How many strings? Fractional rig? How wide is the shroud base? Sheeting inside or outside the shrouds. Carbon can be great for many reasons, not the least of which is reducing heeling moment which is a big one for me, and pitching moment too.