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longy

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613 F'n Saint

About longy

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  1. This is the current operation. The amount of rotation of the cross connecting tubes is controlled by the length of the crank arm (about 9") Rudder cassettes are partially inset into the transoms, so are limited to about 75 deg total travel. max rotation of cross tubes during turning is about 20 deg total
  2. Have a client with a 13m Stealth cat. Rudder connection system sucks. Two wheels, each each push/pulls line that connects to a crank arm. Carbon rod also connects to crank & runs aft to arm coming off rudder cassette. This (half) part works well - it's the system connecting the two hulls that is poor. The crank arm axle is a carbon tube that goes to center of boat, where it connects to a Lewmar bevel drive. Other hull same set up. Bevel drive reverses rotation (which is necessary) In use, if you turn the one wheel, that side rudder turns instantly with large deflection. Th
  3. Reliable??!! Those flapper valves leak with microscopic debris under them. And even when running properly they pump miniscule amounts compared to a centrifugal pump. Good for the little amounts of nuisance water tho.
  4. Quite a few anomaly's in this boat & race techniques. Dyneema rigging thru ought, but cheap dacron sheets. Single sheets on spi. Crap tied everywhere around boat. Drivers staring at compass with spi up. But looks like a full new set of racy North Sails?? And lots more
  5. Rust never sleeps. Concrete is porous, salts migrate in from the water, attack the steel. Rebar rusts & rust flakes expand with large force, blowing the 'crete off the armature of rebar. No real repair once the process starts.
  6. And they would NEVER consider going there. Cousin Jimmy was stationed there and got the clap.
  7. Yes, in these old full keel builds the ballast was a long, rectangular beam of iron or lead bolted to the bottom of the hull. Interior ballast was also commonly used in addition - to get the boat to float level & to add more stability.
  8. LeFiell got into spars because the two brothers that owned the company had boats. Their primary business was aero/space stuff. They were "tapering " helicopter blades using a large rotary swaging machine. The process did a good job of reducing the OD of the input tubes, but it reduces any foil shape to a round section, and the excess material just made the piece thicker, and stiffer. So a 'rollflow' (IIRC) taper lost it's shape but not it's weight. They had a good business selling 'kit' masts, had a lot of good components. I don't know if they still do this.
  9. Fish live in distilled water???? Only in the Philippines, maybe
  10. There are quite a few production exhaust water lift boxes on the market. Vetus, Aqualift, & others. Big thing is to match hose sizes, hose attachment points, interior volume, physical size. SS does not last lost in this application, sulphuric acid and others combined with hot salt water are very corossive. Check your engine's installation guide for details on installs. These boxes take the mix of exhaust gases & water (combined at exhaust elbow) and use exhaust gas pressure to push the water up & over the riser loop to the exhaust port. If the eng is a diesel, blower
  11. A lot will depend on the stiffness of the spar section above the hounds. Jumpers will add a LOT of compression. This question has to be raised with the spar builder.
  12. If a machinist cannot determine what's required, go somewhere else - they are not qualified
  13. Farm/construction equipment have large fluid reservoirs. Just pour more hyd oil in as it leaks out in various places. The leaks are viewed as a bonus- help prevent rust. And drips fall on ground, not on shiny boat bits.
  14. You don't have to 'fix' the bad socket. Have a machinist drill in two new sockets 90 deg to the originals
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