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TJSoCal

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Everything posted by TJSoCal

  1. I'd say if you want to fly just the state flag, it should be flown from the spreader/yardarm. Only the ensign should be flown from the stern.
  2. But overtaking is also a frequent point of confusion for racers, often thinking that being overtaken gives them rights. RRS don't care about relative motion, they care about relative position. If you're clear ahead, you have ROW. If you're "overtaking" to windward you have to keep clear as soon as the overlap is established (actually continue to keep clear, since you already had to keep clear when you were clear astern). But if you establish an overlap to leeward, the "overtaking" boat has ROW and the boat being overtaken must keep clear (possibly with restrictions on the leeward overtaking bo
  3. I wonder how many boaters are aware of where the demarcation lines are between their national regulations (Inland Rules in the US) and International COLREGS.
  4. You might need to fine tune your sarc detector
  5. I feel like you're reading a lot into the definition of Keep Clear, and there would be a lot of potential for boats in an incident to disagree on the margin required based on their assessments of the conditions. I think the RV rules are trying to remove some subjectivity. As you can see from the list of experimental rules, it looks like WS is continuing down the path of specialized rules for specialized disciplines. We've already got appendices for match racing, kites, boards, team racing, radio-controlled, etc. And for the record, at this point I'm neither an advocate nor an opponen
  6. Hmm, I could interpret RRS 4.1 and preamble to Part 2 to mean that boats agree to use RRS instead of IRPCAS with respect to other racing boats. There are instances where you can't observe both - overtaking is a prime example, close cross (or even a close duck) by a port tacker is another. I think the main issue they're trying to deal with is luffing/overtaking at night & in low vis. Regular RRS (11 & 17) doesn't really do the job safely.
  7. World Sailing has set up experimental rules for Restricted Visibility (Appendix RV) that attempt to do a better job than just "Use IRPCAS at night" in the sailing instructions. I think opinions are mixed as to which is better.
  8. I kind of think of it in terms of zones. Size of the zones depends largely on the size and speed of the vessels in question. There's a far zone where the vessels are relatively far apart (but still in sight and still able to appreciate that risk of collision exists) where I think it's OK for a stand-on vessel to make a course/speed change to put some bearing drift on the other fellow and eliminate a close-quarters situation. Of course you still need to monitor the other boat to make sure they didn't also make an alteration that put you back on CBDR. In the middle zone, stand-on shoul
  9. Ha, fake news. Everyone knows "California" isn’t a real place. They made it up for that SNL skit.
  10. No, that’s BS. The only thing a vessel must do is look at her radar. I read it right here: That’s it. That’s the only thing. Just read the rule, it’s obvious.
  11. Well OK, point taken. Clearly there are times when the stand-on vessel is required to stand on. Until she's not... Shame on Parma for citing the rest of the rule.
  12. Keep reading. It's literally the next couple of sentences: The basis of COLREGS/IRPCAS is that if a collision occurs almost certainly both parties are in the wrong. If you stand on and let the other fellow hit you, you broke the rules.
  13. If you were windward, you were give-way. If you were overtaking (approaching from more than 22.5° abaft his beam), you were give-way. If you passed close enough to give apprehension of collision you didn't really meet your obligation. If there had been a collision and he hadn't maneuvered you'd both be in the wrong, but you moreso.
  14. Good idea from Practical Sailor here. This sounds like a useful bit of kit. But obviously you'll want to train with it. Would come in very handy if the COB coudn't be detached from the boat, seems like you could very quickly get their head and torso clear of the water.
  15. I've got a 1974 Westerly 31 that was apparently built in Britain for export to a Florida dealer. It's got a hull ID number on the transom that conforms to the USCG format. I'm finding that similar Westerly boats built for the UK market have a different format, apparently issued by the Southampton office of Lloyd's.
  16. 1000 yards every minute. And what kind of G and heeling forces if you just put the helm over with a kite up?
  17. I feel like anything asking for fine motor skills or critical thinking would be in short supply when the adrenaline is pumping and a shipmate is overboard. Any any plan involving a quick gybe in any kind of breeze would worry me a lot. I'm thinking (and happy to be critiqued): Unless the boat can be stopped almost instantly, ensure the crew overboard is not being towed. Cut lines and/or tether if necessary Blow the spinnaker sheet and let it fly. Do nothing with the guy/tackline. Ease mainsheet if possible Helm make a sharp but not violent turn into the wind to above c
  18. To be fair, my original question was not "what are all the things that need to happen in a MOB?" My interest was in thoughts about how to get the boat (specifically a fast boat under spinnaker) stopped quickly without making more bad things happen.
  19. I'd agree but extend that if job 1 can't be executed within seconds without crashing the boat proceed immediately to job 1.1, cutting the person loose.
  20. Agree with that. The job of a tether is to keep crew out of the water and preferably inside the lifelines. Once a crew is in the water the tether can be considered to have failed its mission and should be cut away. Similar if the crew in the water is tangled in lines. A person being dragged alongside a boat at any speed has virtually no chance. A person separated from the boat, preferably with a properly equipped PFD, at least has some time and a shot at being recovered.
  21. I think I'd be worried about the boom in that maneuver, with the crew excited, focused on other things and either not expecting the gybe or not remembering they need to duck because they're completely focused on the MOB situation.
  22. Well, yes. But I think starting the motor isn't one of the immediate actions, it's a little further down the checklist and follows a check that all lines are onboard (as it should even for a routine engine start).
  23. I've seen some guidance that says "ease the afterguy to the headstay and cleat it." This seems to me like an opportunity to either smack the pole into the headstay & break something or inadvertently let both the sheet and guy go and have nothing to pull the sail down with. Assuming that the spin sheet is let go, is there any problem with just leaving the afterguy & pole where they are until the kite is down and things have calmed down a bit? So the only immediate actions would be to let the spin sheet go entirely and turn the boat up (plus spotter, GPS mark, flotation, etc.).
  24. I think if it were me I'd address the issue by assigning a good crew member to be primarily responsible for runners, and not give that crew member any other responsibilities until you were sure that the runners were getting set reliably. Adding a "sort of permanent" backstay seems like it will just cause more problems and not provide very good insurance.
  25. Didn't want to tack this onto the Greg Mueller thread but it has me thinking. It seems like especially with a fast boat under spinnaker or A-sail in breeze, trying to do the classic quick stop could be very dangerous even for a trained and practiced crew. There's a lot of potential for mistakes that could break the boat and/or crew, put more people in the water and make the situation worse. What are some thoughts about the best way to go into a MOB recovery in that situation? Seems like simpler would be better especially in the initial phases of getting speed off the boat.
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