samc99us

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About samc99us

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    Annapolis, MD

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  1. samc99us

    F-16 Viper or Falcon?

    John, I'm not knocking the F16, my issue is more with the class organization and rules structure than the boat itself. There is also the reality that you are now competing against the Nacra 15 for youth crew and Nacra 17 Mk. 2 for young adult/competitive mixed crews and the F18 for competitive 2 crews period. Not a position I would envy in terms of class leadership. You are spot on with the Blade, the trouble is in my local training conditions (15kts gusting 25kts) with both hulls in the water you are left with no margin when a puff hits. That is an out dated boat however. I also own a foiling A-Cat and train in the same venue, no issues with that boat because the foils basically save you. I also think 330 lbs is the upper end for the F16. The sheet loads are more manageable for most crews, and the boat more manageable on the beach so I fully understand. I would run the small F18 kite if I was concerned about it for a breezy weekend, and stick with the larger boat. Beyond buoy racing there is no way you would convince me to take a Falcon or a Viper on a distance race more than 20 miles and even then I'm not a fan, there just isn't space for gear and in the open ocean forget about it. Further, the main reason I personally don't own one despite having a lighter female crew is because of the races the boat is eligible for. I have little desire to travel to a 17 boat Nationals when I can travel to a 17 boat weekend race on the F18 for less money. Of course, I am regarded as a super competitive dude so that mantra generally does not fit the F16 label. Best of luck Mookie, I am sure you will end up with a good boat and have fun.
  2. samc99us

    F-16 Viper or Falcon?

    That does sound like a fun boat. John, I was comparing notes with my comment. I have sailed the Blade F16 and the Viper F16 in breeze on conditions and lighter stuff, in breeze over 20 kts (the Viper over 30 kts), both at 330 lbs combined crew weight. In both situations I missed my F18. The F16 runs out of bow and wipes out hard very quickly in short steep chop. The Blade is the worst and I won't get on one again as I think it is a dangerous boat, it has to be sailed hard and on the edge at all times or you will pitchpole. Both react to crew placement on the wire. The F18 responds just as much but doesn't give you that instant feedback; from that perspective the F16 is a good training boat for the F18. BTW we beat all the boats on the course over the line both times I sailed the F16; I never said it was slow, just a tad short. 17' with that rig and weight could be a real weapon. I am interested in the foils as with C-boards and t-foil rudders I think it will make a great boat for lighter teams. The full foiling version should be interesting!
  3. samc99us

    F-16 Viper or Falcon?

    The post 2014 Nacra F16's are a solid boat and the convertible trunk is a nice plus.
  4. samc99us

    F-16 Viper or Falcon?

    If it was my money, I would go for the Falcon, however price/availability is the issue. Both boats have very similar aluminum rigs and both sails are good/great, I may give the edge to Glaser in terms of ease of use (less trimming). Both are well built boats, but I prefer Matts attention to detail, build quality and slight edge in support. John, how fast do you need to get into the back of the bus on the Viper? I've found on the C2 its a quick move back compared to the Infusion. I'm never in the Infusion foot strap and am there almost immediately in any puff on the C2.
  5. That Cata Thai hull shape though, ummm, no, no thank you. There is more than just looks to a proper catamaran hull shape. Go sail a few F18's and you'll see what I mean. However, I do agree that there are waaay too many condomarans. Why? These are the boats charter fleets order...charter customers want to party for a week in the Carribbean, motor from point A to B at night when sailing through a narrow channel isn't viable. Performance under sail? Who cares-that sail is there for shade only! Performance to weather? Its the trades mon. Cost has virtually nothing to do with carbon. I hate to burst that bubble, but the only expensive carbon bit is a mast...boards already need carbon for the loads, unless built really thick and then they suck in terms of performance..oh and aluminum masts work fine on boats up into the 40' range, above that there can be a substantial difference in weight and as mentioned, weight sucks on a multi!!! To clarify a bit, carbon costs money when you switch from a chop gun to any other layup method. Otherwise the delta at industrial quantity is pretty small, most of its in the workforce and their experience-they charge more for carbon because they can and they put there best guys on it generally, but some builders don't have a 'best guy' team. Anyway, you can infuse carbon with vinylester same as glass, the epoxy amines in the vinylester adhere to carbon just fine. So why the cost delta? Generally carbon boats have lots of other carbon bits-lightweight full carbon interiors for example. They cater to performance clientele-guys that are willing to spend money regularly to go faster. Oh, and the charter fleet doesn't order them, so they are expensive because production rates are low. Same as the reason new Porsche 911's cost 4x what a Camaro or Mustang run. For your needs, I would seriously look at the TS42. Top end build by the team that has built around the world record holders. They know where carbon is needed and where glass is just fine. Amenities look nice, inboard diesels, optional daggerboards and carbon mast/boom (rotating of course). 42' is about the max for solo work IMO, anything bigger and docking is a pain. This boat has plenty of space. Price is right (on paper anyway, options add up quick): http://www.harelyachts.com/boats-for-sale/2017-catamaran-ts-42-france-5679086/, http://www.yachtworld.com/boats/2015/Marsaudon-Composites-TS-42-3166445/Le-marin/Martinique-(FR)#.WxgnJmMpBaQ The Outremer 45 is a similar design philosophy, similar cost. They made them 48' and stuck 45 feet worth of cruising gear on them to get the performance up. Build isn't too bad, not a Gunboat or HH level interior but I'd take one over anything but maybe some of the Atlantic cats or the an GB/HH48. The latter 2 aren't in the same neighborhood cost wise so Outremer or TS it is... Good luck!
  6. My future wife only likes to sail fast. Really fast. This is the right boat for her, she just might not quite know it yet.
  7. Future MOB, what was the sale price? If you prefer to discuss privately shoot me a PM.
  8. samc99us

    DNA A Class Catamaran Classic conversion

    2) The rudder winglets available a year ago are not the big ones. The new ones are 25% bigger. Whatever foils you are running I think the big winglets make a big difference! C-boards need to be setup properly as well, which your trunk without shimming isn't. Foiling rudders are also too big. Since you have the Z10's I would fit them in the existing trunk location. If that plus the big winglets don't get you foiling properly I would go back to C's. For more help, you have our email addresses!!!
  9. samc99us

    DNA A Class Catamaran Classic conversion

    Dave, You are asking the right questions but I think looking for an answer you aren't prepared to hear. The A14 with the original trunk positions is not stable at all, you can watch Nathan and Ashby at Takupana worlds and see that for yourself. Board design of the J/Z's is certainly a big reason for that but the pitch stability is not forgiving. Matt Struble is a world class sailor who made it work and at a time when foiling was very new in the U.S, and the class for that matter. I think you are best off putting C-boards back into that boat as the beam and trunk position should be fine for that. The hull shape is fine if you want to do a complete mod, but it is a lot of work (I have done it) and I only did the trunks as my beam is in the same spot as the new boats (just not as stiff, which could be a real issue). Moving a beam is not something I would advise, especially with the re-surgence of the classic fleet, you can sell the boat as a classic for good money and buy a solid foiler for a fair bit less. Or sail the boat as a floater, racing a foiler is demanding but rewarding. -Sam
  10. samc99us

    How big a square top?

    A lot depends on conditions and a number of other factors, including the materials used. A big square top can develop a soft leech quickly if you aren't using higher end materials and fully supported battens, and on a boat like the F31r the carbon battens are a big weight savings. An experienced sail maker is going to be key. I can't speak for the big cat/tri market as I simply don't have enough experience to, but I relay what is going on in the small boat world at the moment. I'd be talking to Doyle NZ, Incidence Sails in France and probably North Sails France. I'd also give Jay Glaser and Randy Smyth a ring. Square tops started small, went big, then went back small in an effort to lower the center of effort (that is the whole DS principal, sorry, end plating is a few % on paper at best). This is all happening within area limited rules. Mischa explained this well at the last U.S A Cat nationals, basically there is a minimum head size to get the sail to twist, where that limit lies for an F31R I couldn't say. The downside to the small square top is your center of effort is now low enough that getting a hull to fly on a high performance cat is tougher downwind in the medium range, so that is a balancing act and something we are sorting out on the F18 at the moment (closer to your F31R I would say than the A Cat for example). What we have noticed is the DS sail we are using is very cambered up at the bottom, which gives you a lot of power upwind and reaching down low which is fast in a pretty wide range of conditions, but once hull flying steadily it can be a touch draggy, fortunately our particular sail flattens nicely. If sailing in a breezy area, I would personally opt for a similar design if it could be made to work, but I suspect there are a number of more complicated issues with boom and rotation that prevent that, so I would go back to the last generation F18 mains for inspiration: As you can see, the foot and head size are pretty close. You will need a deeper cut I suspect to get more power and you are also not running the same apparent wind angles as an all-out racing cat, which also translates to a sail with more camber. I also personally wouldn't deviate too far from tried and true, but again, talk to an experienced sail builder.
  11. samc99us

    Olympic classes support in the USA

    I agree with you on that front Team_GBR. Pushing kids into a chosen path is a recipe for an unhappy parent and unhappy child. What I've noticed in the U.S is kids that stay at the club and go sailing either do so for 2 reasons: 1) They have friends their age that hang out there. In Annapolis its a youth social scene as much as a competitive thing. 2) They are competitively driven by their nature I do what I can to offer interested youth time on the F18, and I know the 5O5 class does a bit of the same. We don't introduce kids to high performance sailing well in the U.S, some areas are doing a better job with fleet of Nacra 15's popping up (I'd bet real good money that there are more N15's in the U.S than foiling N17's, but both are still rare as mentioned up thread). I mention this as my under 30 fiance was bored as all get out going to sail albacores during learn to sail...that came out after she had a fun ride on the F18 and actually makes solid crew as she is a natural athlete and general bad ass, but I use this to make a point: youth sailors don't want to go sail daddies laser, they want to go foiling or for a fun spin run in breeze. They don't want to sail around in a drift fest on a 40 year old design. If that is all they ever see, they will lose interest quickly, no matter what pathway options remains open. Where I see sailing heading in the U.S is a state of decline as the party size at major regattas continues to shrink...not good for retaining sailor 1 above...competitive sailors will generally stick with it until some major event changes that, either they don't make the cut at the next level for some reason, so abandon that class and possibly sailing all together, or some other major life event comes along that sucks up time, and nowadays time is more precious than money (that can always be printed). The olympics aren't going to fix that either way, World Sailing probably won't, its bottom up change that is needed not top down. Building boats in country is a top down change with maybe some bottom up efforts by those promoting the boats to get them out there...its also generally too expensive to build a dinghy in the U.S or the developed world for that matter.
  12. samc99us

    New imoca boats

    Must be working for free or close to it. In some fairness to him I do think he has drawn some innovative lines over the years and certainly pushed the state of the art forward back in the VO70 heyday but somewhere in the transition to all carbon structures his structural team made a mistake, which is really quite tragic. I think VPLP and to a lesser extent Farr have better modelling and simulation capability and larger databases to draw from on the structural side of the house. His biggest issue is going to be foil design, truly I think there are less than 5 guys out there that can design a really fast set of hydrofoils across a wide range of operating points. Much like the glider world, only a handful of renowned aerodynamicist's that have pushed the design envelope forward while not repeating past mistakes. It will be interesting to see what the new builds offer, but I would be pretty happy taking the current Hugo Boss, fitting it with Gen3 and maybe Gen4 foils and sending it. I think crewed with a new set of boards and you'd have a new outright monohull record. Solo you'd still be a front runner, as this is now a foil design contest and you'd have a platform that was designed to foil from the outset.
  13. samc99us

    VOR Leg 9 Newport to Cardiff

    Even if they do, they will have a lot of upwind work with potentially adverse current coming up from the south. It will be interesting to see how that plays out... DFRT and Mapfre have lit the afterburners, I think VS11 are holding back on the throttle after their previous mast breakage situation...couple that with the expected park up it makes more sense to have a boat in one piece than put 5-10 miles on your nearest competitor only for them to sail right up to you. I suspect Brunel is giving it all but still staying a touch reserved. Impressive that Akzo can match/better them though, given the horizon job Brunel did with similar wind angles in the SO.
  14. samc99us

    VOR Leg 9 Newport to Cardiff

    Only 33nm behind the outright monohull 24 hour record now, set by Comanche back in 2015, also in the North Atlantic but IIRC a touch further south. Impressive for a boat with many less than desirable attributes...also points to the simple fact that foils are pretty much the only way forward in terms of a higher average speed...
  15. samc99us

    Wax vs Sealer Question

    Europa, I believe your boat has a gelcoat finish. My experience with gelcoated boats is the Starbrite Premium Marine Polish with PTEF is a really nice "wax"/sealant, does a nice job protecting the finish and for racing creates a slippery bottom: https://www.amazon.com/Star-brite-Premium-Marine-Polish/dp/B00144336O?th=1 Personally I do the whole boat, but my boat has non-skid in the critical areas so waxing the hulls everywhere else makes sense to me. We also have water that turns your hulls brown in a split second (literally, maybe 20 hours of sailing time on a brand new boat that I didn't have time to wax and brown streaks are appearing!), so best to wax all surfaces you care about.