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That looks like a much more seaworthy craft.  Presumably "disabled" means the auxiliary stopped.

Delivery crew was taken off.  Reportedly "Taking on water" and an injured crew.  Not much fun. I see there was a warning that the vessel's still afloat and a navigation hazard. An old shoal draft centerboarder.

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...

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.   

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...

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...

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...

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.

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...

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...

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...

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...

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...

Non casualties are in the same storms as the casualties, I did say that.  Squares are Yachts ( as in private sailing craft ). That's what we are interested in here. Triangles up sail training vessels. Triangles down other sailing vessels. Hourglass symbols for two sailing barges. The data is...

Some romote areas of Tas there are only 3 or 4 surnames. Some interesting rare genetic disorders were being studies by specialists when we came here 25 years ago.

They are all sailing vessels. It gives you an idea of the scatter. The squares were private yachts the triangles were vessels designated as sail training vessels. They have a much larger database now. That's a pre 1998 version. Deakin at Wolfston said at the time that the  S-H stability...

Sorry I thought it was self explanatory. It’s simply: “Minimum range of stability required by code of practice. Showing casualties with fleet data. (Casualties symbols solid.)” Fleet data is taken from events with good representative larger fleets and they plot capsizes against LPS.   This is...

As a rule a full inversion usually incapacitates the vessel. It's unable to continue and needs to either effect self rescue or be rescued. A knockdown on it's side should not incapacitate a sailboat if it's designed to go to sea. Post Fastnet it turned out to be confusing since people used...

That's actually the point. But in this case it's including data that shouldn't be there.  It's pretty simple; Knockdown and recovery within LPS are not considered Stability Casualties in Naval Architecture.  If there is enough reserve stability for the vessel to re-right from a knockdown and...

Sorry I'm running a bit behind. If you take out the knockdowns and just look at capsizes it’s a different picture. There were exactly the same trends in the 1998 S-H between stability and capsize as previously observed by Wolfston.  Their guide reasonably accurately indicates risk just from LPS...