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Everything posted by sam_crocker

  1. So what is Mark Zuckerberg going to do now that he sold out to you?
  2. Farymann makes a 7 horse one lung marine diesel with a zf6 transmission. I think that can mate up with the zf saildrive but won't vouch that it can. Its the lightest diesel on the market at about 140 pounds. The other option is probably a yanmar gm10 or whatever the current model is.
  3. I've done a few trans ocean miles on a cutter, both racing and cruising/passagemaking. She had 100% and 150% staysails which was really versatile. When cruising it was easier to change staysails rather than the Yankee, and the 150 was a good light air sail. In combination with a spinnaker, it was also a great sail on a reach to add a little more power. I'd probably go for a 100 and 150 staysail combo with a ~100% Yankee on a furler, rather than investing in a larger overlap Yankee.
  4. Yeah, I agree. The issue comes down to IMS seeming so scientific that people expect it to be perfect and want all the data to be perfect too (cue whinging when it's not). I figure most of the complainers just want an excuse for why they finished closer to the bottom than the top. Re: item 3, at BBS around the turn of the century IMS got a lot of heat for having skewed results due to current. That eventually resulted in an attempt at using IRC the next year, which because it's a TOT system supposedly is less vulnerable to current effects.
  5. I emailed back and forth with Kevin Dibley about Teddy Bear a couple of months ago. He said Teddy Bear was the first of the Davidson 42's, build by Lloyd Stevenson for his own personal yacht but sold prior to launch. There were a few other 42s namely Mr. Roosevelt, Eleanor, Spitfire. Used to be owned by the Lidgard sailmaker in Anacortes, don't know if he is still the owner
  6. IMS was this way 20 years ago. Here's the issues they faced: 1) Wind isn't always consistent throughout the course (esp in a distance race), and as faster boats separate from slower boats the differences can be significant. 2) It's hard to determine the wind strength throughout the course. Some regattas tried to collect data from the boats on the water but that just turned into a math thesis to get results and not everybody has calibrated instruments. 3) Doesn't take into account water current effects (which can also vary depending on where you are on the course). 4) The
  7. Some plastics don't like sliding against themselves. If the pressure gets high enough, or speed fast enough the two different parts sort of weld together and then break the bonds. Obviously not good for longevity. I spent a couple minutes going through a Delrin design manual, and there is pretty significantly higher friction between Delrin - Delrin parts versus say Delrin and anything else (like Nylon or steel). I haven't worked a lot with UHMWPE but it wouldn't surprise me that they behave differently than other thermoplastics.
  8. I'm not going to add any advice about the Mexico/CA cruising because I've never done it. But I did do a Panama-Acapulco trip and we stopped at Cocos Island. That was pretty magical. It's a bit off the beaten path if you plan to do coastal hopping but it's not terribly far out of the way if you are doing a big hop to southern Mexico. The whalers used to stop there to fill their water barrels. Supposedly there is some treasure buried there somewhere if you are feeling lucky but you'll need to bring your own shovel. The winds were light and fluky but I called the layline from about 20 m
  9. Sorry for coming is so late with this post, seems like this is a hot topic I talked with Dan Nowlan (who at the time was the Offshore Director of USSailing and an ex-SC50 owner), and he said most of the 50's measured in at about 18,000 pounds if they were stripped down, and up to 20,000 if they had more cruising "stuff". So you are probably cruising at about 23k which still gives a D/L of around 100 fully laden, and should allow you to get up on a plane if you wanted to sail that way. A good rule of thumb is any boat is probably 10-15% over the brochure weight when stripped down (n
  10. I know a couple of people have mentioned the trip to Hawaii is pretty easy (and it is for the most part), but we did experience 50 knot gusts heading out the Straits on one of my Vic-Maui's, and another crew mate mentioned they had a couple days of wind in that range from the Southwest on one of his other Vic-Maui's. So it's not unheard of to get some wind that might require significantly reduced sail. Just saying. Of course when you're cruising you can just hole up for a couple of days and wait it out.
  11. Standard Ranger 33 Galley
  12. I sailed on a boat that had a similar setup as you do with no self trailers on the mast. We hoisted by hand to start and when we couldn't do that anymore we'd just put multiple wraps on the winch so the whole drum was full of halyard from base to the top (it was about 6 full wraps). The winch acted like a self tailer. You might want to see if that works before investing in the self tailer.
  13. You can do it in just about any length, as long as you are willing to add displacement/shorten the waterline and get the cabin sole deeper in the water. Otherwise I think the C&C above looks pretty good to my eye (in fact all the C&C 35s seem to have good proportions).
  14. You can purchase the certificate from US Sailing. Knowing the sail number is helpful. https://www.ussailing.org/competition/offshore/orr/
  15. Here's one. This is not particularly high tech, it's just patience and pull.
  16. McMaster has 3" diameter UHMWPE for $20/ft...... mcmaster.com Link
  17. You might want to consider putting a piece of stainless sheet on top of the wooden caprail to take the chain chafe. Bonus points if it's not rectangular and follows the outline of the wood.
  18. Frank Shriver wrote that one. He was on the USSA Safety at Sea Committee and was chair of the Sailing Foundation SAS committee and wrote that up as a Arthur B Hanson award submission. He also taught Lifesling Seminars, so had some background For maneuvers, it's dead simple when going upwind to just tack the boat and don't touch the sheets. The boat goes head to wind, the sail backfills and helps push the nose down. You can go in circles forever like that and you'll automatically be close to the COB. The beauty of that technique is even an absolute novice can master it. I'm wonderin
  19. There was a boat (Prairie Voyager) that damaged her rudder about halfway across the Pacific in the 2000 Vic-Maui. She managed to average 124 miles per day with the setup shown in the picture. She did over 1100 miles with this setup.
  20. Priorto and after the invention of the Lifesling, the Sailing Foundation gathered as much data on MOB as possible, and collected them as a Lifesling Case Histories document. I think the majority of cases were losing contact with the boat, but take it with a grain of salt because I don't think tethers were common back then. But I agree that the majority of cases are people who got separated from the boat and not dragged along. I know of one dragging incident, a shorthanded Farralones race on a J/29. Definitely the most important thing is to stay close to the COB. It's really hard to fi
  21. The Vixen should be around the same PHRF as a J/24.
  22. That boat has the most impressive array of circuit breakers. I counted over 50.
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