carcrash

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About carcrash

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    http://www.Westlawn.org
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    Cabrillo Beach YC, Waikiki YC, Transpac YC, Grenada YC, LA, NY, and Maine

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  1. carcrash

    Vendee Globe 2020

    Due to the sponsorship of Armel and his amazing boat, I spent the $$$ on L'Occitane products for my wife. She loves everything! Expensive, but amazingly nice products.
  2. carcrash

    Santa Cruz 70 - Fleet Roll Call

    True. Close nearly-one-design racing is fun! The 2019 ChiMac section 1 was close competition with five 70 sleds: Sagamore (NM68, 42:29) Evolution (SC70, 43:09), Arctos (Andrews 70, 44:27), Equation (SC70, 44:42), Stripes (SC70, 45:02) spanning only 2.5 hours elapsed. However, in that same race, same class, seven TP52s finished 40:33, 40:43, 41:59:57, 42:00:50, 42:45, 44:07, and 44:30, with only 2 hours between the first five, and less than 10 minutes between 1st and 2nd, less than one minute between 3rd and 4th, and less than 30 minutes between the last two TP52s. That is close racing... and the first four TP52s beat all the sleds by at least a half hour, and all the TP52 beating the last two 70 sleds. As mentioned above, in the same race, same class, Denali^3, a Ker 46+ finished in 44:07, faster than all but two of the 70 sleds. And finishing a half hour ahead of the fastest sled was a Botin 56, Talisman. So even in section 1, the 70 sleds are handicap players, not line honor competitors. Bummer. Section 3 saw a Club Swan 42 finish in 44:56! And to make it worse, in the same race but section 4(!!), a 1D35, Chico 2 finished in 45:52! Wow! Transpac results are similar, this is not an outlier. When writing lots and lots of big checks for expensive things and lots of people, one might expect to be in the big boat class. There are lots of obsolete race boats out there being given away. Just one charity that takes boat donations, Orange Coast College, has accepted Holua and Mirage as donations in the past two years. Selling a liability is always a sketchy operation.
  3. carcrash

    Peterson 35 Ganbare Identification and Revival

    I loved sailing the early Petersons 45 years ago. While perhaps a handful DDW with a symmetrical chute in perhaps 20+, I actually was very surprised at the downwind speed, and even the ability to surf. Faster DDW than expected, that was for sure. And of course, if not really pushing hard, handling DDW was not a problem. Upwind was perfect. Reaching saw a bit of helm, but again due to pushing very hard. What a beautiful restoration! I am sure you will find the effort fulfilling.
  4. carcrash

    Santa Cruz 70 - Fleet Roll Call

    The thing about Santa Cruz 70s: they are expensive to own, very expensive to race, and yet are not all that fast anymore. In TP2019, all the 70 sleds finished in 8 days: from 8:03 (Merlin!) to 8:19 (Mr Bill, Andrews 70), with the two "real" Santa Cruz 70s, Buona Sera and Grand Illusion, finishing in 8 days 10 and 13 hours. Pretty consistent elapsed times for Transpac. Other boats finishing in 8 days include J/125, Rogers 46, RP45, Antrim 49, and all the varieties of TP52s. On Ensenada Race, recent boat-for-boat competitors have included 1D48, RP44, Farr 400, Turbo 1D35, and Melges 32. All of which are inexpensively available on the used market. So there are a LOT of newer racing monohulls that are MUCH cheaper to buy and run while also being quite fast. And of course, no 70 sled can keep pace, upwind/reaching/downwind, with a decently sailed F31 trimaran! So there are even options for those who want to keep their boats on a trailer, and/or sail with 4 people or less. But for sure, Santa Cruz 70s are very, very nice boats.
  5. carcrash

    what is it?

    Fat ass boats with pointy bows are worse, as we all have experienced. For cruising, I prefer balanced over unbalanced, for obvious reasons. Hence my Olson 40.
  6. carcrash

    Tally-Ho Hybrid Propulsion

    Once per year I wish we had range under power. I never have liked to use an engine, and I still don't like the NVH of an engine. In fact, I probably use the electric more than I would use a diesel, because its not horrible to get on or off anchor under electric, whereas I'd work hard to sail on and off to avoid using the diesel. The boat is an Olson 40 ULDB, so it sails at wind speed from about 3 or 4 knots of breeze up to about 10 knots of breeze. We generally average 8+ knots under sail in 10knot breeze, whereas under full throttle, full noise and vibration of the diesel we would go 6.3 knots, which is the exact same speed as I achieve flat out, 5KW, under electric using the same prop, shaft, strut, and stuffing box (so identical losses). In other words, there is not much reason to use an engine of any kind on this boat. Of course, we don't have big currents and tidal gates like in the PNW. We do have plenty of islands and harbors to visit within a good day's sail, and the wind is easy to forecast in Southern California. In my case, I have direct experience with installing the diesel, as we stripped the boat completely during the refit, so we did the complete diesel installation, all new everything. Then, I removed that diesel engine and everything related to it. Then, I personally did the complete install of the electric motor, control, and the entire battery bank, wiring, fuses, shunts, etc. The electric install is about the same work as just the diesel fuel system and nothing else. In other words: TREMENDOUSLY simpler, easier, quicker, and cheaper. The heaviest part is about 40 lbs, the motor itself. Each battery is a bit lighter, and all the other stuff is very light. The total install, including motor and batteries, is about the same weight as 30 gallons of fuel. I can adjust the electric motor mounts with my fingers to align it. I'm 63, old, rickety, nerve damage, all that old age shit. And I only needed help getting the motor down the companionway ladder, but I did by myself everything else in a few days total work. A friend just did a re-power from an old Westebeke to a brand new Beta, including transmission. The labor to remove and replace, including several little tweaks to wood work, motor mounts, etc., cost the same as the engine, for a total of nearly $30K. LiFePO4 batteries are currently about $1000 per KWh. My 5KWh bank cost about $4800 including shipping and tax. Install was by me, and took an afternoon, probably $200 in cable etc, so $5K. The motor and controller was about the same, so a total of about $10K. If I added another $20K in batteries, a 20KWh battery bank, I would be able to use my boat as I like for a month continuously, easily, without charging in any way. There are darn few times when more than a couple of hours of powering has ever been required in my long life of sailing 85K nautical miles: the wind does not evaporate for long, there is almost always enough wind to sail well in a boat that sails well. Of course, I only sail boats that are nice to sail. And of course, I don't need to deal with strong current and tidal gates. If I did, I'd reluctantly go diesel.
  7. carcrash

    Tally-Ho Hybrid Propulsion

    A friend took me for a ride in his new Tesla Model 3. It was fundamentally superior to my Porsche. I went down to the boat, and pulled the diesel, and installed electric. Very, very happy with my choice. For the cost of a diesel plus installation (and the installation is as much as the engine), its very easy to have electric motor with tens of KWH of batteries. It is very cool to not have needed a fuel dock for two years.
  8. carcrash

    what is it?

  9. carcrash

    what is it?

    Just completed the design a few months too soon. As we can all see, there is not enough rocker forward. The designer is still using the now clearly obsolete rule that waterline length matters even when displacement is low, or more importantly, even when buoyancy is very, very high. I mean, everyone who has ever sailed a windsurfer (is there anyone who has not?) knows very, very well that waterline length is not an advantage for planing. In fact, it is the opposite of what is needed to plane well. Displacement mode still likes waterline length, but only for boats that don't easily exceed hull speed, which means 300+ D/L (remember, a Cal 40 has a D/L of 240). And such boats cost too much per foot, so we don't see such slugs anymore. Consider the Dufour 430 Grand Large, a VERY roomy condo on the sea. This Felci design has a DL of 170, so even this big modern piggy cruiser will exceed hull speed much more easily than a Cal 40. A stock Olson 40 has a D/L of 99, mine is about 85, and a modern VPLP designed Pogo 36 is 83. So modern boats should NOT have plumb bows. Only heavy pigs should have plumb bows. Modern light boats should have bows that lift, so have rocker forward, instead of bows that don't have rocker and instead go underwater when pressed. Planing REQUIRES angle of attack where the hull meets the water. Plumb bows are literally the opposite of what works. As Armel Tripon on L'Occitane en Provence is demonstrating yet again to all those slow learners of the world.
  10. carcrash

    Vendee Globe 2020

    I think it is not really appropriate to call any IMOCA that breaks in the VG a POS, any more than calling an F1 car a POS if it breaks down. The intent is to push the boundaries, which means boundaries must get crossed. Many people have the entirely mistaken impression that engineering works from first principles of physics, and it never does. I mean never. QED is never, ever used, and that is the foundation of physics. All engineering is using rules of thumb. These rules of thumb only apply within limited domains of vast experience, such as how thick steel plates should be for container ships. They do not apply to carbon structures. The rules for carbon structures are not the same as the rules for other materials: whereas the rules for glass are based on the observation that strength is correlated to the cosine of the off angle load, with carbon -- due to the dramatically higher brittleness of carbon, the lack of stretch before failure, which is the inability for load to spread through a carbon structure -- the strength is observed to fall off by cosine SQUARED, or very rapidly with increasing load off-axis of the fibers. Rules for metal are different yet again, due to the fact nearly all metals are insensitive to direction of load. Adding coring, or flanges, or stress risers to the problem just makes things that much less precise. Add the enormous dynamic effects of crashing the bow after UFO impact, followed by momentum and still full sail force driving the bow underwater, and one is very far from the limited domains of vast experience. One might think engineering is predicting: one predicts this boat design will make it around the world at record speed. Well, its like predicting the weather. An extremely experienced design team, like AT's, can be consistently close, but never precise, and sometimes very much incorrect. The reason: mathematically, its called chaos. Chaotic systems are those where aspects of the future can be reasonably well predicted, but in general (outside of limited ranges of variable values and time into the future) we can predict reasonably well only within ranges, or patterns, approximately what can be expected, not specific solutions. All that is required for chaos to appear is state and non-linearity. State means what happens next is dependent on what happens before. Sailing certainly has a lot of state! Non-linearities include things that change faster or slower than a linear change, such as lift which is a function of the square of speed. Squaring something is non-linear: 2 times faster makes 4 times the lift, while 4 times faster makes 16 times the lift, certainly non-linear. Therefore, if we are talking about sailboats, we are talking about chaotic systems, which means any prediction that any given boat will make it around the world is un-certain.
  11. carcrash

    Yet another sailboat rescue off Cape Hatteras

    The year he did well? He holds the elapsed time records for every leg, pretty much dominated the post H16 events
  12. carcrash

    Around the World on a craigslist 3k Cal 27

    I have been amazed at the lack of sailing skill by most cruisers, especially the permanent cruisers. Of course, many permanent cruisers have LOTS of skill. But in my experience, most are just persistent, not good. Most are naive. The proof is in the number of boats essentially abandoned along the round-the-world route. Panama is classic.
  13. carcrash

    Vendee Globe 2020

    Hydrofoils really don't help much without stability. With no stability control system, the result is not surprising to me.
  14. carcrash

    Old Brit Chance Maxi in Mazatlan

    Equation was certainly one of the more unique maxis of the era. That tended to be true about boats Chance designed! Oh: when I said "deep forefoot" I really meant deep at the FDI station, about half way from the bow to the keel. Equation had a knuckle right at the forward end of the waterline, so it started out shallow, and got deep. Perhaps "deep chested" would be a better description. Very similar bow as Chance used on the Chance Offshore One, a 33' one tonner. Again, light and narrow so short for its rating.
  15. carcrash

    Old Brit Chance Maxi in Mazatlan

    Aluminum has a life expectancy heavily based on thickness of the plating. I am not surprised that after 47 years it needs to be reskinned. The US Navy missile frigate my nephew sailed aboard lasted less than a decade before it was scrapped due to structural corrosion issues: 47 years is a long, long life indeed for a metal boat. Twice the life of most steel commercial vessels. Fiberglass might last forever. Metal certainly will not.