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Everything posted by Foxy

  1. Foxy

    Seascape D2 aka 14

    Not very heavy for a double hander. A windmill for example is 50# heavier and a Snipe is even heavier than that. The stopper is still no class association or critical mass of boats. Until it has that, it is just another Orphan to be.
  2. Foxy

    Tracking the Lindenberg 28's

    We at one time had five of them sailing at Melbourne YC in Florida. From the results of the 2007 MYC Fall Regatta: #3 Fast Lane, pictured above owned by Sherry Beckett. Sail# 284 Starstruck owned by Steve Schultz, #5 Five Speed owned by Gary Smith, #12 Mouse owned by Jim Henry, and Sail# 32591 Bad Penny owned by Jim Yates. Sail #4 is now called Slippery Ghost and owned by Lachlan and Warrick Smith, Gary Smith's sons. They sail it in Melbourne.
  3. Foxy

    do you think the melges 14 will catch on?

    As I understand it, there were a number of Aero Charters available in Florida and there was a fairly large push to get people in them and out sailing. I do not know if that was the case with the Melges or not. I know of four local people that chartered Aero's for the Jenson Beach regatta. Its a great way to find out if you like the boat, but does not necessarily equate to buying them. Those people are all still sailing their Lasers and plan to stick with them because they know they will have a fleet to sail against. If I were in the market, the Aero looks like the boat I would be more interested in, but it will be at least another year before I can get back in any dinghy again.
  4. Foxy

    Can we save Portsmouth handicap racing?

    The problem at the local level is that you often have a rotating RC. When shorthanded and not used to doing it, its not so easy to record finish times as well as finishes, apply the wind adjusted ratings and so on. I can easily see why the data sheets don't get filled out and forwarded. That said, there are some clubs that do a good job of administering both Portsmouth and PHRF at the local level so it can be done. But many more just don't have the interest or people with the talent to administer it. While there are some paid employees at US Sailing, the organization is largely made up of volunteers who run races and perform various functions when they can. WE are all US Sailing.
  5. Foxy

    Can we save Portsmouth handicap racing?

    To play devil's advocate here; How many people racing in Portsmouth classes actually belong to and support US Sailing? My guess is that it is not very many. While many clubs will have a Portsmouth class at their annual regatta, it is usually just to give the orphan boats some fleet to sail in and they only use the DPN rating. I know of only one club in central Florida that routinely runs races under Portsmouth. However, they keep records of results and administer rating adjustments themselves. They have done this now for at least 10 years and the club always has a good turn out for club racing.
  6. Foxy

    J 121

    One great boat for double or single handed sailing?
  7. Foxy

    Can we save Portsmouth handicap racing?

    For a new (or unrated) boat, one can always derive a rating from the formulas. I have done it several times in the last few years. There is a table to convert between Portsmouth and PHRF numbers, and tables to adjust the ratings of boats in non standard configuration. For example, a boat that is rated with a spinnaker sailing without one. Some of the multi-hull fleets adjust for crew weights. Your fleet just has to do a little leg work to make it happen.
  8. Foxy

    Can we save Portsmouth handicap racing?

    The "problem" at the local level is that you usually have a rotating RC in which the sailors take their turn. So there is very little consistency in using the wind range handicaps or reporting of results. And then you still have the issues of rating the boat independently of the ability of the persons sailing it. That is the same issue PHRF faces. The places that I see using Portsmouth successfully only use the published numbers as a starting point and have one or two knowledgeable and fair minded people making adjustments as needed. There are guidelines for some of the adjustments on US Sailing's website.
  9. Foxy

    Craigslist Finds

    OK, not a sailboat, but I found this little boat on Craig's list and rescued it to use for umpiring team racing and helping out with the local sailing program. She was designed and built in Norway in 1982 by Jan Herman Linge, the designer of the Soling and Yngling. The Musling was his smallest powerboat design and has several larger sisters, the Vesling and the Fordling. As I researched the boat, I found out that they are still in production in Jan's original shop. As near as I can tell, this is the original engine or is at least the same vintage. I did have to build a new center console and reinforce the transom along with a lot of fiberglass repair.
  10. Foxy


    The raider's only real problem is that there has never been enough promotion. The builder has been around for years and does a great job on all the boats he builds. There was an update to the hull and rig a couple of years ago which improves speed and also makes it more friendly to take a second person along. There are quite a few of them around, but many of the owners do not race the boat and just enjoy sailing them.
  11. Foxy

    Lasers - Applying a Blow Torch

    Back when ISAF started their combined worlds for Olympic classes, the Star Class tried to hold out as the qualification system for entry was being turned completely upside down. If you recall, the class initially refused to award the GOLD STAR for the event. Paul Henderson slapped the class down pretty hard while waving the contracts under their noses. The boats were/are "used as equipment" and neither ISAF nor the Olympic committee is bound in any way by the contract to the class rules. In this case, some company will agree to supply boats for use at the regatta and then take them away. As an alternative, they could also require that competitors supply their own boats as they do in other classes.
  12. Foxy


    For an object that's service life is to hang from the bottom of a boat at all angles, I've often wondered how much weight is too much on the keel. I can understand the studs/bolts and root would be adversely affected by it dangling from the hull at highway speed and vibrating at harmonics. However I've also seen boatyards rest the full weight the boat on the keel and then rock the boat as they adjust the poppets to keep the boat steady, apparently oblivious to the deformity of the keel sump area. The ISO 12215-9 Load Case 3 for vertical pounding considers the stress on the keel and its support structure in those conditions. The requirement is to support the maximum loaded displacement of the boat minus the weight of the keel, multiplied by the acceleration or gravity which is 9.81. You can put the full weight of a J-88 and then some on its keel.
  13. Foxy


    Just want to say a couple of things on Sprit Design. Hall engineered this sprit, not I, but I have engineered a lot of boats. The mechanics of sprit design are very similar to a rudder stock. Simply a lever with the load countered by inner bearing point with the sum of those loads on the exit bearing point. It is pretty easy to figure the sailing load at any given wind speed. However, loads increase with the 4th power of wind speed. All sails have an effective wind range and one hopes that the crew knows that range and stays within it. The problem is that, particularly with Code Zero's, you can overload easily. How many times are you on the edge of keeping the sail full trying to make a mark that is not all that far away? Wind builds and you keep the sail up past the point where you should have changed sails. AWA goes forward and the sail collapses and fills again with a bang. How much extra as a safety factor you allow for? A rudder is a very critical component whereas breaking a sprit is less serious. Where do you draw the line on an boat for coastal or inshore use? Do you make the pole way heavy or let those who want to fly a code zero add a bobstay? I am fairly confident that with an added bobstay, the sprit will function well with a code zero. There are several fairly simple inexpensive ways to anchor one in the stem. Your dealer can certainly work it out with or through Alan. Mark may come back and report that Hall engineering says you don't need one, but there is little weight or cost involved in adding the bobstay so why not do it?
  14. Foxy


    Love the sense of humor here! I know that there was never really an intent to have an "anchor" locker. J- started cutting away part of the pole tube on previous boats so that the bulk of any water drained to the anchor locker rather than to the forward cabin. The Harken furlers are not waterproof either so you need to contain the water. Note that a J-70 has a "floor" even though there is no locker hatch. The J-70 furler carries the forestay load, but on the 88 the forestay passes through the furler with the chainplate down in the stem. Having a deck hatch makes sense when you can access the furler for maintenance and the forestay attachment. For cross sheeting, I believe that the deck fairlead was moved aft from where it was on the first boat and one could easily attach a block to it if you want to cross sheet.. I was a bit skeptical about that statement, but then I saw the updated options packages … indeed you are correct.
  15. Foxy


    No matter what the model year, the month and year of manufacture are always right there.
  16. Foxy


    3.27 Navigation Lights (see OSR 2.03.3) 3.27.1 Navigation lights shall be mounted so that they will not be masked by sails or the heeling of the yacht. ** 3.27.2 Navigation lights shall not be mounted below deck level and should be at no less height than immediately under the upper lifeline.
  17. Foxy


    One thing many seem to forget is that today's boats all have more electronic stuff and like to use larger alternators to recharge batteries. The smaller hp engines will not run more than the stock 55 amp alternator. I see that the spec sheet lists the optional 80 amp alternator as standard on the boat. Most engines burn about 1/3 lb of fuel per HP developed per hour. One can run a larger engine at a lower speed and get the same economy as a smaller engine running flat out. Can you guess which engine will last longer? The sail drive will never go out of alignment or get its shaft bent which is a good thing on a boat that does a lot of traveling down the road on a trailer. The engine mounts can be fairly soft which dampens a lot of vibration. So sail drives are usually quieter. The prop is further forward and often in the turbulence behind the keel which leads to lower drag and a lot less prop walk when backing down. It also leads to lower turbulence on the rudder making it more effective under sail.
  18. Foxy

    Lasers - Applying a Blow Torch

    As I see it, ISAF is using Kirby's forming of the Torch Class with identical boats to the Laser as a breach of contract by Kirby. ISAF has positioned itself to lay the responsibility for issuing plaques that bear the Bruce Kirby trademark squarely on the ILCA. LP will do the same saying that they did not violate the Kirby trade mark, the ILCA did. All they did was build boats with the Laser Trademark, which they own the rights to. ILCA said they were approved to race in the Laser Class and issued the plaques which they required LP to apply. So........ Ultimately the members are stuck with a builder who provides poor service, and a questionable product. ILCA has a big legal bill and Rastagar laughs all the way to the bank.
  19. Foxy

    Lasers - Applying a Blow Torch

    I would imagine that this will get brutal because:1) Rastregar has already started his LP United organizations to go around the class associations. 2) The Laser is one of 14 boats that they build and they have dealer agreements and a distribution system. I can easily imagine that the dealers will be put on notice that if they support the Torch, they will will loose the other boats in the line up. A dealer that, for example, sells a lot of Sunfish and/or other boats in the line up may have to make a tough decision. 3) Are club level sailors, many of whom do not belong to the class going to care who is sailing a boat with an ISAF sticker on it when they don't care if the sails and blades are class legal? OTOH, the dealers I know have no great love for Laser Performance and if Lasers make up a big percentage of their sales they may jump on the Torch wagon. Zim and other builders may pick up the C420, CFJ, and Opti market. Personally I hope Bruce Kirby prevails because the intellectual property rights of all designers are at stake. If Rastregar wins this, everyone else looses.
  20. Foxy

    J/111 Goes Sailing...

    Rudder seems extreme to me for a boat that isn't. The design mandate was to go after versatility or a multi purpose boat, not an extreme boat the way J Boats did with the 125/90 some 12-13 years ago. It is hard to do especially at this size and price point: boats typically fall way short in one one dimension or another. I've owned a cruiser, I've owner a racer. You don't want to race your cruiser because they are such slugs, and you don't want to daysail/cruise your racer because they are so lacking in accomodations. You need to take a look at the steering system as a whole and the rudder is just one part of that. Compared to an S-35, the blade area is almost the same, but the S-35 rudder is 9.5" deeper with a top chord almost 3" shorter. Aspect ratio of 6.222 VS 4.834 for the J-111. But S-35 has either twin small wheels or a tiller where the J-111 has a single large wheel. The single large wheel exerts more force and the higher aspect S-35 rudder would have much less feedback to the driver. In short, the J-111 rudder may not be as high aspect as some, but it is well suited to the boat and not as vulnerable as one who's tip nearly approaches the keel depth.