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About MFH125

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  1. That Brion Toss quote seems in line with my estimate. They're giving maximum estimated loads, here. Loads under normal conditions will be much lower. Undoubtedly. Being close to the traveler is more dangerous than being far from it. However, if your friend is lounging to leeward of the traveler on a comfy upwind leg, they aren't in serious danger. They're probably safer there than they would be standing on deck or getting into and out of the dinghy. You probably do more for their safety by coiling down the various sheets and halyards in the cockpit (so they run smoothly and won't
  2. the tail load matters because: it is the standing tension in the line and influences how likely the line is to break, and... combined with the mechanical advantage of the traveler, it provides a starting point for estimating the total side load, which, as you point out is higher. Where do you think I went wrong with the analysis? Yes, it's a static analysis and doesn't address shock loads or knockdown conditions... but I think it's sufficient to make the basic point: travelers don't experience large side loads during ordinary sailing. People look at the mainshe
  3. I don't think this is something to particularly worry about. If you can adjust the traveler line by hand, then the load on the line is almost certainly under 50 lbs. A well sized traveler should keep the force below 30 lbs in any conditions where someone might want to lounge to leeward. The traveler on that Sadler 32 appears to have a 3x1 mechanical advantage, which implies a normal side load from the main of under 90lbs. Maybe 150lbs if the traveler is undersized. The lines on most travelers are sized for handling, not load. That looks like a 3/8th inch line on that Sadler's tra
  4. Hi Russel, do you know whether the folks who built the Bieker Shilshole 27 were happy with their pop top arrangement? It's a little hard to tell how it works from the scant photos on the blog, but it looks simple: a riser on a slide so that it can pivot and stow out of the way.
  5. Speaking of Bucky Fuller, here's a picture of him rowing his one and only boat design:
  6. Commissioned by Buckminster Fuller, apparently. That's not too surprising. Starling Burgess was one of the engineers Fuller hired to work on his Dymaxion Car. Here's a picture of the Dymaxion team with Starling Burgess at the wheel of the first chassis:
  7. Very cool! Thank you for all the info. These are called fiskari, right? And Pellinkiläinen are a sub-type?
  8. Hi @Pertsa, can you tell us anything about this beautiful boat? I don't usually get excited about powerboats, but this one is absolutely lovely. Great work on the 5.5m. I really enjoyed reading the thread!
  9. Looks like they've (sensibly) modified the original cockpit design to have some proper seats and a foot-well. The original just has a shallow pit to sprawl in... not terribly comfortable. Original Cockpit: Luke Cockpit: I've always thought QUIET TUNE was a great name for that boat. Couldn't suit the particular design more.
  10. Looks a lot like a smaller, round-bilged version of the Alden Indian.
  11. That sounds like Gerr. He's an entertaining writer. All his books are excellent: The Nature of Boats, Boat Strength, The Propeller Handbook, and Boat Mechanical Systems Handbook.
  12. More info here: https://www.gerrmarine.com/HOLGER_DANSKE.html
  13. That's all very well @Zonker, but I'm not a fan of the sheerline, and that particular shade of orange doesn't match the curtains I had picked out...
  14. Dave Gerr's BOC boat from the early 90's HOLGER DANSKE had a similar alternative approach to performance. The basic concept, at least as I understand it, was to make a boat that had a lower top speed, but which was easier to drive to a higher percentage of its potential more frequently. Maybe your top speed is 85% of that of your competitors, but if they struggle to average 45% of that performance over the race and you can manage 55% you can win. The result was a very narrow design (9.5 ft of beam), significantly lighter than the competition, with a smaller more easily managed sail plan. T
  15. It's a basic economics problem, as you highlight. There simply isn't much money in small boats these days. There's more money (and a much higher quality of life) in offering comprehensive professional service to bigger boats with wealthy owners who can afford to pay for a job done on time and to a high professional standard. You can hire Hinckley to store and maintain your late 70's Tartan 30. If you do, your boat will be sitting at their dock in Southwest Harbor, sails bent on, engine primed, every system tested and troubleshooted, brightwork sparkling, the whole boat spotlessly clea
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