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Robin

Member Since 10 Feb 2004
Offline Last Active Apr 18 2014 02:01 PM
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Posts I've Made

In Topic: IOR Downwind Driving

26 March 2014 - 10:00 PM

...and if the wipeout is to leeward make sure someone blows the foreguy right before the tip of the pole goes in the water. That's important.

And what about the runners?
Depends on whether the boat was masthead or fractional. If masthead and the rig was not supported by the runners and checks by all means blow them so that the main can go over. If fractional, with in line spreaders, get the new runner on first even if the boat is pressed in the water by the main. Biggest cause of broaches on the 1ton in heavy air jibes was IOR shape but rather the failure to get the new runner on and old off in a timely fashion.

Robin

In Topic: IOR Downwind Driving

25 March 2014 - 08:59 PM

Of the multiple boats that I have owned one was an early IOR boat but really a transition from CCA (Cal 3-30) by Bill Lapworth of Cal 40 fame, then the Bill Cook designed NY36 which was pure IOR (but had an interior)a Peterson 43, pure IOR, and a Beneteau 1-Ton (Pure IOR) all had tillers and I never found any of them that difficult to drive downwind in a breeze. Possibly the Pet 43, but in its case the issue was less the shape of the boat than with the massive mast head spinnaker that if mishandled could cause problems. But that is operator error. The 43 was also the only one that used a lot of staysails and bloopers. That is not to say that I did not broach every one of those boats at one time or another. Operator error. I have also broached my Sydney 38 which is not an IOR design (also has a tiller).<br /><br />Robin

In Topic: One Ton Cup Revival 2014

11 March 2014 - 07:19 PM

While you are discussing a 1Ton revival, if you are considering the 1 tonners of 80s in the IOR 30.55 max rating you are not going to have to worry about "Bloopers" as the boats of that era had already followed the quarter and half pounders down the road fractional rigs and big mains. You could not get a blooper out from behind the main so no one had them. That would soon be true of the IOR 50s as well. It was with relief that I went from a Peterson 43 to a 1Ton and got rid of a lot of laundry.

When I first got the 43 it had all of the things that made boats of that period a joy and a menace--wire everything, a winch for everything, track everywhere, powerful upwind machine, all kinds of offshore sail combinations (staysails, reachers, blast reachers, double head rigs, baby stays,bloopers) leaking hydrolics, runners and checks even on masthead rigs, inventory of mostly Dacron sails as the conversion to aramids was underway. Yet the racing was wonderful.

The 1-ton was a delight as it was post many of these issues.

Robin

In Topic: Safety Regulation Divide in the Great Lakes - Who do you think is righ

25 February 2014 - 09:53 PM

My first Chicago to Mackinac race as owner/skipper/PIC (I had a co-owner who shared that) was either 79 or 80 and my first Bayview Mac in that capacity was the 1985 race that was previously discussed. I have done some long offshore races including a Fastnet, etc. I had done both Mack races as Crew and since I stopped skippering my own boat after 2009 I continue to crew in both races. Around the bouy races I am a weight "Nazi"--if the rules do not require it and we do not need it to sail or do an emergency fix off it goes. Who needs more than 5 gallons of diesel, etc. Why, because it does make a performance difference. On the other hand I never compromise personal safety. I sail with a pfd, 100% of the time.

I do know that given their choice a number of skippers given the choice between a minimum level of safety and performance would chose performance. That is unfair to their crew and to the rest of the fleet. We have been collecting data in offshore racing for 60 years. And in offshore sailing for a lot longer. Recently it has been used to continuously refine and define each category of offshore event and then to set appropriate criteria for minimum standards for that category. We know what works but it will not work if it is not on the boat I believe that an OA should select the appropriate category for its race (I believe that both Macks fit best in Cat 2) and leave it at that. Arguments about legal liability (I am an attorney that long ago did trial work) are just wrong. Arguments that each individual skipper should make all of the decisions even though they have all of responsibility under the RRS are also wrong. Guidance based on the accumulated knowledge of sailors is a good thing.

Arguments about expense are nonsense when we balance it against safety. The equipment we had in 79/80 was a joke compared to today but it was as good as you could get on a 30 footer of the day. I have continuously updated since. We did dead reckoning, used an RDF (a Vecta with crystal--not even tunable), once even took my sextant--not that useful on the Great Lakes. The harnesses were purchased and the tethers home made, dinghy pfds, life raft, no hand held vhf. All of that has been replaced multiple times and we (me, crew, rest of the fleet and the boats we race are safer for it). And the expense has been just fine. RDF, Loran, GPS. VHF, to handheld VHF to VHF with safety broadcasts. Multiple versions of pdfs. Several versions of EPIRBS, continuous improvement of signaling devices (anyone that does know that SOLAS are better should attend a demonstration) I expect that soon offshore racing will require AIS both active and passive. Maybe even require that each crew member have an AIS signaling device for some categories

Not to mention the non-safety improvements that are much "safer." For example when I was still doing foredeck on other peoples boats, the big boats had wire guys and wire whips on the end of genoa sheets and galvanized wire halyards. When that stuff parted or even just developed snags it was truly dangerous. More than one of us was hurt--I fortunately not.

We should embrace this result not fight it. I would expect to have different requirements for different races. The Sidney Hobart should be different than the Chicago to Mackinac.

Robin

In Topic: Sail Trim

11 February 2014 - 04:28 PM

In terms of on line videos or talks there are many, many good sources covering all sorts of good topics, however, on the Sail Trim--Boat Speed concepts here are a couple of suggestions. Go to the Chicago Tartan 10 web site (www.chicagot10.org) and they have on line videos of "Speedtalks" given by various pros including Andrew Kerr. I recommend his, The Sail Puzzle--with Wally Cross of Quantum, Sail Trim--with Perry Lewis of North.

The RHKYC (Royal Hong Kong Yacht Club) has an excellent series of videos of their seminars and/or presentation materials that have a slightly different perspective but as a result are valuable. Go to its web site put "seminar" in the search box and then double click the "seminar" group.

On sail trim I have found the Whidden book The Art and Science of Sails to be a useful read for sailors at any level. (There are a lot of good books out there)

No question that I agree with many of the comments that "time on the water" is more important than anything, however, supplemental reading (and videos) are a great way to assist in speeding the process.

Robin