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MikeJohns

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About MikeJohns

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  1. Friends got a Chihau. pup, another mutual friend, a tall and overly large, loving caring person sat on it and killed it, to the distress of everyone involved. They got an insurance payout, these things aren't cheap from a breeder. A year later they had another Chihau. pup. They went out for the evening and one or more of their 3 cats cat ate it. Breeder refused to have anything more to do with them. In a fit of overcompensation they got a Weimariner pup for her and an Irish Terrier pup for him, both survived their alloted span. Not sure if there's a moral to this story.
  2. We had a loose MPS stuffed under a bunk , the child told to stay below with an older sibling had crawled in and curled up in a very nice nest. Didn't hear our shouts over the noise. Force 6- 7 and well out to sea. There had been been a small window of opportunity where they might have made it out unseen when we were working fwd. The child was responsible, but there was that doubt, growing stronger with each frantic more thorough search of seven bunks (and everything that ends up on disused bunks) with growing worried disbelief. Just like your doggy. It was a few minutes (45 foot c
  3. A few decades ago we had the same with a 6 yr old child ! I know exactly how you felt.
  4. Sure if you design for the minimum weight. But it does give the option of a much stiffer rig for the same weight. It also survives stay failures that a deck stepped doesn't. yes I did say that clearing the mast was easier on the deck stepped, Also some of the CF masts I've seen fail with the lower mast intact were ragged razor edged breaks just to add to the hazard ! A 48 foot Beneteau sank here ( off King Island) 4 years ago from it's rudder falling out, it was in good weather fortunately. The insurance paid out $660k. It's ironic that a $10 PVC tube half a meter long glassed
  5. Actually I'm not aware of any boat that's sunk from losing a keel stepped mast. But I am aware of several boats that have sunk from the loss of spade rudders. They pull out if the stock breaks, and it sinks the boat unless it's designed to prevent this.
  6. I prefer deck stepped for several reasons, but structurally keel stepped is better, it's a full moment connection rather than pinned at deck level. You can do this with a tabernacle, but it's both heavier and more expensive to implement. ULDB sailboats particularly are at risk from a collapsed rig over the side in heavy weather and need to get it cleared up ASAP. Keel stepped usually retains the lower part of the mast and it can be hard to clean away the wreckage when the mast has folded over but is still attached and too high to access with nothing to haul up on. If you look at keel
  7. Interesting that in breaking wave studies (from memory. Nomato expanding on Claughtons work) : That when a boat model without the rig was knocked down to 120-130 degrees and recovered, another model with exactly the same roll gyradius and the rig fitted, they reported the total roll angle reduced significantly. Not to be confused with total roll inertia. He found that case entirely due to the roll damping effect of the rig when it hit the water dissipating the remaining roll energy. At that point the loads on the rig are not excessive ( rolls slowing down anyway ) and even w
  8. IMO mast flotation is of dubious advantage except for quite small boats with low stability and in wind gust knockdown rather than wave knockdown. Usually in a wave induced capsize you can count on the rig being lost, and always in anything performance oriented. Keel stepped masts often retain the lower section and break at the first spreaders. Deck stepped, unless in a husky well supported tabernacle then the lot usually goes. Inversion is about dynamics not statics. These are dynamic events that happen quite quickly.
  9. That's never been a requirement unless you weren't fully cleared in for some reason. It would have been good to know at the time as the department should have been taken to account over that.
  10. I'm sorry to hear it. You must have ticked the high risk box and got them excited. If it's any consolation the yachties often caught with a ton of drugs stashed in the boat have clean records. Nowadays from the AIS data collected by satellite they actually know where you've been before you clear in, providing you have AIS . Another advantage of AIS.
  11. Sign of the times. Legislation was necessary to really tighten up entry. There's no discretion anymore. The rules aren't any worse than any other country if you understand them they are fine. Providing you follow the requirements ( not onerous) then entry is prompt and courteous. There are no complaints about that from cruisers. But where complications commonly arise is from not giving an exit visa enough leeway. Then and trying to get extra time on the end on the maximum stay for visa category. To extend a tourist visa in country here will require documents that if you don'
  12. There's one condition worth mentioning locally: Bass strait proper is particularly treacherous when there's a low in the Australian Bight blocked by a high over the mainland. The low is stationary and King Island acts as a double slot interference mechanism. Two sets of waves out of phase with the same amplitude arrive in the strait around 120 degrees apart. The wind is moderate, there's no gale warning and the low is forecast to get pushed south. Warm winds and clear skies give perfect wind conditions for leaving Melbourne heading for Tas. But the sea state in localized are
  13. Operational area plays a large part in whether this is possible even in ships. A lot of areas are forecast on a coarse grid and accuracy is mediocre when the weather gets more severe. The Tasman Sea is a good example. We get the lows from the S.O. They can be vast and moving at close to 50 knots and very hard to predict what shape they'll be after encountering Mountainous Terrain.
  14. There's only really one category relevant to yachts (sailboats) in that plot and that's breaking wave induced capsize. The other categories are for barges and tall ships. Capsize is inversion, It's a complete loss of reserve stability resulting in the vessel inverting. That's not Wolfston's current data set. Just an early version that's in the public domain and illustrative of the general process. There are a lot of very similar plots that do state surviving vessels and casualties I might be wrong in this one but they are all similar enough.
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