[bolger] mast design/boat design/purpose/Bolger J24?
well said:
All boats have a purpose behind their design and are usually the
result of a number of compromises made to accomplish the goal. The
Cape Cod Catboat was very well suited to the waters in which they were
sailed. Nantucket Sound, Vinyard Sound, and Buzzards Bay are all
relatively shallow bodies of water which can be very windy in the late
afternoon on a typical summer day. This kicks up a very sharp 4 to 6
foot chop that is very closely spaced together. ( I can sail all the
way from Harwichport to Nantucket (20nm) and never encounter water more
than 30 feet deep. Yet the wind is known to blow 18-20kts on an
average day. The Cape Cod Cat was beamy and had a rig that was
powerful enough to drive the boat through the chop in a very dry
manner, and relatively flat. the trick is to reef before you need to.
these boats were the average working boat for scalloping and fishing
for many years. However, the cat boat was not particularly adept at
working the back side of the cape and islands due to the depth of the
water and the different periods of the wave cycle that allow the waves
to build up to a much greater height. The boom of the boat was known
to trip itself on the back side of the wave which in many cases led to
dismasting or broken booms.
I guess that is what intrigues me about boats so much is that they
all have the same purpose, that is, to get somewhere on the water.
Yet, they are all designed with different intentions in mind, and for
the different needs of the owners.
I love the J24, but am building a Micro! The J24 does not suit my
needs as a sailor at this particular time. It has too much draft, is
not readily transportable, and requires too many experienced crew (5)
in order to be raced successfully. I will gladly crew for someone
else, but ownership is not an option right now. A J24 will get me to
Nantucket in 4-5 hours upwind. Micro will take 7-8 at 4kts. Micro, on
the other hand, has a draft small enough to sneak into the creeks and
coves on the Cape that are inaccessible to the larger boat, and when I
am done for the season or need to get the boat out of the water to do
my hurricane prep it will be no problem. Two great boats, two
different purposes. Perhaps Micro will be launched in time to get to
Edgartown during President Clinton's last island bash. We could
anchor right of Walter Cronkite's house! (forget Ernie Boch's, too
garish)
When the kids, ages 5 and 8, get older I will look for another
boat big enough to accomodate the whole family for a weekend and
provide the thrills of racing that the deeper draft vessels do.
Hmmm? Maybe Mr. Bolger could design a more user friendly boat for
a family weekend that could still provide the thrills that the J24
does. Perhaps he already has and I have overlooked the obvious.
"c. o'donnell" <dadadat-@...> wrote:
original article:http://www.egroups.com/group/bolger/?start=3626
All boats have a purpose behind their design and are usually the
result of a number of compromises made to accomplish the goal. The
Cape Cod Catboat was very well suited to the waters in which they were
sailed. Nantucket Sound, Vinyard Sound, and Buzzards Bay are all
relatively shallow bodies of water which can be very windy in the late
afternoon on a typical summer day. This kicks up a very sharp 4 to 6
foot chop that is very closely spaced together. ( I can sail all the
way from Harwichport to Nantucket (20nm) and never encounter water more
than 30 feet deep. Yet the wind is known to blow 18-20kts on an
average day. The Cape Cod Cat was beamy and had a rig that was
powerful enough to drive the boat through the chop in a very dry
manner, and relatively flat. the trick is to reef before you need to.
these boats were the average working boat for scalloping and fishing
for many years. However, the cat boat was not particularly adept at
working the back side of the cape and islands due to the depth of the
water and the different periods of the wave cycle that allow the waves
to build up to a much greater height. The boom of the boat was known
to trip itself on the back side of the wave which in many cases led to
dismasting or broken booms.
I guess that is what intrigues me about boats so much is that they
all have the same purpose, that is, to get somewhere on the water.
Yet, they are all designed with different intentions in mind, and for
the different needs of the owners.
I love the J24, but am building a Micro! The J24 does not suit my
needs as a sailor at this particular time. It has too much draft, is
not readily transportable, and requires too many experienced crew (5)
in order to be raced successfully. I will gladly crew for someone
else, but ownership is not an option right now. A J24 will get me to
Nantucket in 4-5 hours upwind. Micro will take 7-8 at 4kts. Micro, on
the other hand, has a draft small enough to sneak into the creeks and
coves on the Cape that are inaccessible to the larger boat, and when I
am done for the season or need to get the boat out of the water to do
my hurricane prep it will be no problem. Two great boats, two
different purposes. Perhaps Micro will be launched in time to get to
Edgartown during President Clinton's last island bash. We could
anchor right of Walter Cronkite's house! (forget Ernie Boch's, too
garish)
When the kids, ages 5 and 8, get older I will look for another
boat big enough to accomodate the whole family for a weekend and
provide the thrills of racing that the deeper draft vessels do.
Hmmm? Maybe Mr. Bolger could design a more user friendly boat for
a family weekend that could still provide the thrills that the J24
does. Perhaps he already has and I have overlooked the obvious.
"c. o'donnell" <dadadat-@...> wrote:
original article:http://www.egroups.com/group/bolger/?start=3626
>[snip]be
> Finally, as far as jamming a mast into the mud, I've done it in 3 feet
> of water, and yes, it's a monumental pain if it happens, but I doubt
> there's a lot you can do about that unless you always sail in 30 ft of
> water, or more. The shallower the gunkhole the more likely you might
> to do this. But that's no argument for avoiding gunkholes, or never
> sailing!
>
I really do not have a scientific explaination for the phenomenom
other than it is the usually the result of poor planning. It is always
better to swing wide on the approach to the leeward mark, and make a
quick jibe prior to the rounding. this is a lot smoother. But
sometimes there is so much traffic, that you cannot get to the outside
lane in time.
Aero-Hydrodynamics of Sailing. He also shows how it can be avoided if
desired (an additional sail, not likely on a sailing dinghy, but
otherwise useful). In general, such a roll is likely in catboats more
than in others where sails can be wung-out.
Basically it's harmonic oscillation due to vortices shedding off the
sail edges -- see the book for the full deal.
other than it is the usually the result of poor planning. It is always
better to swing wide on the approach to the leeward mark, and make a
quick jibe prior to the rounding. this is a lot smoother. But
sometimes there is so much traffic, that you cannot get to the outside
lane in time.
>>One of Marchaj's books goes into the reasons for this, I think it's
Aero-Hydrodynamics of Sailing. He also shows how it can be avoided if
desired (an additional sail, not likely on a sailing dinghy, but
otherwise useful). In general, such a roll is likely in catboats more
than in others where sails can be wung-out.
Basically it's harmonic oscillation due to vortices shedding off the
sail edges -- see the book for the full deal.
> The talk of the wind pushing the upturned bottom of the MJ soundsAll sailboats can be knocked down, and just about any boat can be
> alarming and the end of the mast digging into mud sounds like it would
> make it impossible for self-rescue.
capsized regardless of designer, design, size, etc., etc., etc. Wind
pushing on bottom? Maybe, maybe not, that's a hypothesis and not a
fact. If the mast runs into the bottom, the waves are probably of more
concern.
Read the boating papers from the 1880s and you will see that catboats
in general had a lousy reputation - they used LOADS of canvas back
then, and the skipper had to know what he was doing. Flat bottom boats
will flop right over at a certain angle, it's just physics, and part of
"seamanship" is knowing what's what.
So there were many vituperative letters in the boating press about how
"skimming dishes" were sent from Hell to snare the unwary, and so on
and so on.
One of the Fassitt ancestors' relatives, in the 1880s, I think it was,
managed to capsize an open boat in Sinepuxent Bay during an excursion
and apparently six were drowned. No indication of what kind of boat but
most likely a deadrise bateau. I'm sure there were multiple causes for
the drownings (people who couldn't swim, the tendency in the late 1800s
to wear gobs of clothing, no pfds, no flotation in boat, etc.)
The issue is whether the boat will right. Steve seems to have had a
particular problem which I don't yet understand.
If you read books in the UK cruising tradition (Claud Worth is a good
one, also Maurice Griffiths) you will see that a cruise mainly
consisted of making reefs and shaking out reefs <chuckle>. Not my idea
of fun, but there's a point here which should be obvious.
Finally, as far as jamming a mast into the mud, I've done it in 3 feet
of water, and yes, it's a monumental pain if it happens, but I doubt
there's a lot you can do about that unless you always sail in 30 ft of
water, or more. The shallower the gunkhole the more likely you might be
to do this. But that's no argument for avoiding gunkholes, or never
sailing!
Divergent oscillation. ;-)
Phil Lea
"david jost" wrote:
Phil Lea
"david jost" wrote:
>[snip] the boat starts to
> oscillate back and forth. Usually on about the third oscillation is
> when she will start to go over [snip]
> I really do not have a scientific explaination for the phenomenom
Herb McLeod, who built the prototype AF3, capsized his AF3 in a gust.
By his own admission, it was due to bad judgement because he was
standing tall on the foredeck with the main still sheeted in (this
means he was 9' over the water on a 15'x4' boat). Anyway, the mast
floated and the boat floated high on its side. When he righted it,
there was only 6" of water in the cockpit. I just finished an AF3 and,
having sailed round hulls all of my life, I find I really like the
sharpie way!
Frank
wmrpag-@...wrote:
original article:http://www.egroups.com/group/bolger/?start=3613
By his own admission, it was due to bad judgement because he was
standing tall on the foredeck with the main still sheeted in (this
means he was 9' over the water on a 15'x4' boat). Anyway, the mast
floated and the boat floated high on its side. When he righted it,
there was only 6" of water in the cockpit. I just finished an AF3 and,
having sailed round hulls all of my life, I find I really like the
sharpie way!
Frank
wmrpag-@...wrote:
original article:http://www.egroups.com/group/bolger/?start=3613
> Shorty - you are quite right that when the mast goes into the mud,you are
> well and truly screwed. Somewhere in my accumulation of boatliterature I
> have an exegesis on mast head floats used on multi-hulled craft. Iffiberglass
> recollection serves, someone may even have marketed a lens-shaped
> affair to be attached to the mast head. I believe that the author'saloft far
> conclusion was that the adverse effects of so much windage so far
> outweighed the benefits expected from the arrangement. Hollowaluminum masts
> make great boat anchors when they fill with water. I think that theidea of
> enhancing a masts flotation, either by introducing foam or otherwise,has
> considerable merit, but I doubt if the amount of righting momentgained in
> this fashion would be sufficient to to make a dime's worth ofdifference in
> Steve's capsize. I have experience with the mast-in-the-mud scenarioand with
> the water-filled aluminum mast situation, but my observations on mast
> floatation are pure speculation.
>
> Bill in MN
Shorty - you are quite right that when the mast goes into the mud, you are
well and truly screwed. Somewhere in my accumulation of boat literature I
have an exegesis on mast head floats used on multi-hulled craft. If
recollection serves, someone may even have marketed a lens-shaped fiberglass
affair to be attached to the mast head. I believe that the author's
conclusion was that the adverse effects of so much windage so far aloft far
outweighed the benefits expected from the arrangement. Hollow aluminum masts
make great boat anchors when they fill with water. I think that the idea of
enhancing a masts flotation, either by introducing foam or otherwise, has
considerable merit, but I doubt if the amount of righting moment gained in
this fashion would be sufficient to to make a dime's worth of difference in
Steve's capsize. I have experience with the mast-in-the-mud scenario and with
the water-filled aluminum mast situation, but my observations on mast
floatation are pure speculation.
Bill in MN
well and truly screwed. Somewhere in my accumulation of boat literature I
have an exegesis on mast head floats used on multi-hulled craft. If
recollection serves, someone may even have marketed a lens-shaped fiberglass
affair to be attached to the mast head. I believe that the author's
conclusion was that the adverse effects of so much windage so far aloft far
outweighed the benefits expected from the arrangement. Hollow aluminum masts
make great boat anchors when they fill with water. I think that the idea of
enhancing a masts flotation, either by introducing foam or otherwise, has
considerable merit, but I doubt if the amount of righting moment gained in
this fashion would be sufficient to to make a dime's worth of difference in
Steve's capsize. I have experience with the mast-in-the-mud scenario and with
the water-filled aluminum mast situation, but my observations on mast
floatation are pure speculation.
Bill in MN
Hi Tim,
Your a little late with your explaination, I had three of those this morning
for breakfast.
Stan SG
T Webber wrote:
Your a little late with your explaination, I had three of those this morning
for breakfast.
Stan SG
T Webber wrote:
> At 10:06 PM 03/10/2000 -0600, you wrote:
> >What is a death roll?
> >
> >GHC
>
> Death Roll = bakery treat with honey glaze, nuts, cinamon and cream puff
> topping + whole milk + no excersize
>
> Tim - weight problems in Houston
>
> ------------------------------------------------------------------------
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Well said. Although you do not have to have a spinnaker to get the
effect if you main is large enough and not vanged down hard enough. I
think I hold the northeast record for death rolls at the leeward mark.
Last summer i crewed on a 42' Beneteau that did one of these in an awe
inspiring way. I am thinking that I will be very glad that Micro has a
self vanging rig with the sprits and that there will be close to 500lbs
of lead under me when all is said.
David JOst
"sleet and freezing rain spoiling an otherwise great afternoon for
building"
effect if you main is large enough and not vanged down hard enough. I
think I hold the northeast record for death rolls at the leeward mark.
Last summer i crewed on a 42' Beneteau that did one of these in an awe
inspiring way. I am thinking that I will be very glad that Micro has a
self vanging rig with the sprits and that there will be close to 500lbs
of lead under me when all is said.
David JOst
"sleet and freezing rain spoiling an otherwise great afternoon for
building"
> The phenomenon is worse if the spinnaker is floating fairly free.way
>
> The cure is to keep tight control of the chute so it can't pull this
> and that so much. Tack downwind if you can. Marchaj found thatsetting
> staysail inside the chute also helps.front
>
> The best place for a death roll is on your competitor's boat just in
> of a photo boat.
>
> Peter
>
At 10:56 AM 3/11/00 -0800, you wrote:
It goes something like this: the boat is on a square run DDW. It rolls
slightly. A wind flow sets up across the spinnaker. The force generated by
the spinnaker is moved to the new windward edge, which accentuates the roll
in the original direction. When the ballast in the keel (if you have one)
stops the roll, the boat starts to roll back, and the wind direction across
the spinnaker reverses, and the spinnaker pulls the boat over on the other
side. etc. etc.
The phenomenon is worse if the spinnaker is floating fairly free.
The cure is to keep tight control of the chute so it can't pull this way
and that so much. Tack downwind if you can. Marchaj found that setting
staysail inside the chute also helps.
The best place for a death roll is on your competitor's boat just in front
of a photo boat.
Peter
>A death roll is a racers name for the phenomenon that happens on aI believe that physics of the death roll were decoded by Marchaj (who else?).
>downwind run. The boat is
>completely stern squared to the wind (almost by the lee) and the boat
>heels just enough to windward to allow the whole boat to capsize to the
>windward side.
It goes something like this: the boat is on a square run DDW. It rolls
slightly. A wind flow sets up across the spinnaker. The force generated by
the spinnaker is moved to the new windward edge, which accentuates the roll
in the original direction. When the ballast in the keel (if you have one)
stops the roll, the boat starts to roll back, and the wind direction across
the spinnaker reverses, and the spinnaker pulls the boat over on the other
side. etc. etc.
The phenomenon is worse if the spinnaker is floating fairly free.
The cure is to keep tight control of the chute so it can't pull this way
and that so much. Tack downwind if you can. Marchaj found that setting
staysail inside the chute also helps.
The best place for a death roll is on your competitor's boat just in front
of a photo boat.
Peter
I loved the description of a death roll being a pastry. Bonatt's
Bakery Harwichport. Order a Meltaway!
On the topic of what is a death roll. It probably got that name
because you wind up sitting under sails, rigging, boat, etc. . . if you
do not scurry up what was the leeward side in a hurry! Always wear your
pfd. Check for crew members first after any capsize. common sense is
not common very often.
"david jost" <djos-@...> wrote:
original article:http://www.egroups.com/group/bolger/?start=3601
Bakery Harwichport. Order a Meltaway!
On the topic of what is a death roll. It probably got that name
because you wind up sitting under sails, rigging, boat, etc. . . if you
do not scurry up what was the leeward side in a hurry! Always wear your
pfd. Check for crew members first after any capsize. common sense is
not common very often.
"david jost" <djos-@...> wrote:
original article:http://www.egroups.com/group/bolger/?start=3601
> A death roll is a racers name for the phenomenon that happens on athe
> downwind run. This usually occurs near the end of the run when you
> square off to round the pin just before the jibe. The boat is
> completely stern squared to the wind (almost by the lee) and the boat
> heels just enough to windward to allow the whole boat to capsize to
> windward side. this always seems to happen just at the wrong time/it
> moment of the race, such as when you are ahead. In a full keel boat
> would result in a broach to windward. In the centerboard boat we callyou
> it a "death roll" because the race usually ends there! By the time
> recover, you have lost! It seems to happen when the boat is not onboat
> plane.
> the sure sign that you are close to this that the boat starts to
> oscillate back and forth. Usually on about the third oscillation is
> when she will start to go over unless the jibe is completed or the
> is headed upwind.always
> I really do not have a scientific explaination for the phenomenom
> other than it is the usually the result of poor planning. It is
> better to swing wide on the approach to the leeward mark, and make ais
> quick jibe prior to the rounding. this is a lot smoother. but
> sometimes there is so much traffic, that you cannot get to the outside
> lane in time.
>
> g carlson <ghart-@...> wrote:
> original article:http://www.egroups.com/group/bolger/?start=3580
> > What is a death roll?
> >
> > GHC
> >
> > >I should have mentioned the death roll as my biggest fear. Second
> > >the mast getting stuck in the mud.of
> > >
> > >I guess I could just pull holding pin on the mast and pull it out
> themud.
> > >mast partner. After thinking about it, the mud isn't as much of a
> fear.
> > >The death roll / turtle is.
> > >
> > >
> > >> I would not worry too much about the mast getting stuck in the
> > >> This is more of a problem with aluminum masts than wooden ones.windward
> > >...
> > >> (I had an embarassing encounter with the bottom of
> > >> Wychmere Harbor in Harwichport last summer, poor seamanship
> combined
> > >> with a number of other factors to created a death roll to
> and
> > >> capsize)
> > >
> > >
>
A death roll is a racers name for the phenomenon that happens on a
downwind run. This usually occurs near the end of the run when you
square off to round the pin just before the jibe. The boat is
completely stern squared to the wind (almost by the lee) and the boat
heels just enough to windward to allow the whole boat to capsize to the
windward side. this always seems to happen just at the wrong time/
moment of the race, such as when you are ahead. In a full keel boat it
would result in a broach to windward. In the centerboard boat we call
it a "death roll" because the race usually ends there! By the time you
recover, you have lost! It seems to happen when the boat is not on
plane.
the sure sign that you are close to this that the boat starts to
oscillate back and forth. Usually on about the third oscillation is
when she will start to go over unless the jibe is completed or the boat
is headed upwind.
I really do not have a scientific explaination for the phenomenom
other than it is the usually the result of poor planning. It is always
better to swing wide on the approach to the leeward mark, and make a
quick jibe prior to the rounding. this is a lot smoother. but
sometimes there is so much traffic, that you cannot get to the outside
lane in time.
g carlson <ghart-@...> wrote:
original article:http://www.egroups.com/group/bolger/?start=3580
downwind run. This usually occurs near the end of the run when you
square off to round the pin just before the jibe. The boat is
completely stern squared to the wind (almost by the lee) and the boat
heels just enough to windward to allow the whole boat to capsize to the
windward side. this always seems to happen just at the wrong time/
moment of the race, such as when you are ahead. In a full keel boat it
would result in a broach to windward. In the centerboard boat we call
it a "death roll" because the race usually ends there! By the time you
recover, you have lost! It seems to happen when the boat is not on
plane.
the sure sign that you are close to this that the boat starts to
oscillate back and forth. Usually on about the third oscillation is
when she will start to go over unless the jibe is completed or the boat
is headed upwind.
I really do not have a scientific explaination for the phenomenom
other than it is the usually the result of poor planning. It is always
better to swing wide on the approach to the leeward mark, and make a
quick jibe prior to the rounding. this is a lot smoother. but
sometimes there is so much traffic, that you cannot get to the outside
lane in time.
g carlson <ghart-@...> wrote:
original article:http://www.egroups.com/group/bolger/?start=3580
> What is a death roll?the
>
> GHC
>
> >I should have mentioned the death roll as my biggest fear. Second is
> >the mast getting stuck in the mud.
> >
> >I guess I could just pull holding pin on the mast and pull it out of
> >mast partner. After thinking about it, the mud isn't as much of afear.
> >The death roll / turtle is.combined
> >
> >
> >> I would not worry too much about the mast getting stuck in the mud.
> >> This is more of a problem with aluminum masts than wooden ones.
> >...
> >> (I had an embarassing encounter with the bottom of
> >> Wychmere Harbor in Harwichport last summer, poor seamanship
> >> with a number of other factors to created a death roll to windwardand
> >> capsize)
> >
> >
At 10:06 PM 03/10/2000 -0600, you wrote:
topping + whole milk + no excersize
Tim - weight problems in Houston
>What is a death roll?Death Roll = bakery treat with honey glaze, nuts, cinamon and cream puff
>
>GHC
topping + whole milk + no excersize
Tim - weight problems in Houston
I should have mentioned the death roll as my biggest fear. Second is
the mast getting stuck in the mud.
I guess I could just pull holding pin on the mast and pull it out of the
mast partner. After thinking about it, the mud isn't as much of a fear.
The death roll / turtle is.
the mast getting stuck in the mud.
I guess I could just pull holding pin on the mast and pull it out of the
mast partner. After thinking about it, the mud isn't as much of a fear.
The death roll / turtle is.
> I would not worry too much about the mast getting stuck in the mud....
> This is more of a problem with aluminum masts than wooden ones.
> (I had an embarassing encounter with the bottom of
> Wychmere Harbor in Harwichport last summer, poor seamanship combined
> with a number of other factors to created a death roll to windward and
> capsize)
What is a death roll?
GHC
GHC
>I should have mentioned the death roll as my biggest fear. Second is
>the mast getting stuck in the mud.
>
>I guess I could just pull holding pin on the mast and pull it out of the
>mast partner. After thinking about it, the mud isn't as much of a fear.
>The death roll / turtle is.
>
>
>> I would not worry too much about the mast getting stuck in the mud.
>> This is more of a problem with aluminum masts than wooden ones.
>...
>> (I had an embarassing encounter with the bottom of
>> Wychmere Harbor in Harwichport last summer, poor seamanship combined
>> with a number of other factors to created a death roll to windward and
>> capsize)
>
>
>------------------------------------------------------------------------
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All this talk of knock downs has got me spooked.
The talk of the wind pushing the upturned bottom of the MJ sounds
alarming and the end of the mast digging into mud sounds like it would
make it impossible for self-rescue.
I am considering building an AF3 and was wondering how big of an
air-tight box would I have to put on the top of the mast to prevent it
from turtling in the high-gust winds that the MJ experienced.
The talk of the wind pushing the upturned bottom of the MJ sounds
alarming and the end of the mast digging into mud sounds like it would
make it impossible for self-rescue.
I am considering building an AF3 and was wondering how big of an
air-tight box would I have to put on the top of the mast to prevent it
from turtling in the high-gust winds that the MJ experienced.
I would not worry too much about the mast getting stuck in the mud.
This is more of a problem with aluminum masts than wooden ones. I have
a 1969 Enterprise sailing dinghy that uses a foam filled aluminum mast.
It is now so old that the foam has disintegrated and now will go
turtle if I let it. (I had an embarassing encounter with the bottom of
Wychmere Harbor in Harwichport last summer, poor seamanship combined
with a number of other factors to created a death roll to windward and
capsize). I will pour in some two part foam in a couple of weeks into
the upper third of the mast to see if I can restore its floatation
capacity. This used to work quite well! If there was space in the
wooden mast, it should also work. If you have internal halyards, you
need to create a space for them by running some pvc tubing into the
mast to hold them, or reaming out a passage through the poured foam
after the fact.
this mast is about 2.5" in cross section and about 18 feet long. The
upper 8 feet of mast contains the foam. The boat itself was 13.5 feet
long.
David Jost "itching to get out of this place"
short-@...wrote:
original article:http://www.egroups.com/group/bolger/?start=3566
This is more of a problem with aluminum masts than wooden ones. I have
a 1969 Enterprise sailing dinghy that uses a foam filled aluminum mast.
It is now so old that the foam has disintegrated and now will go
turtle if I let it. (I had an embarassing encounter with the bottom of
Wychmere Harbor in Harwichport last summer, poor seamanship combined
with a number of other factors to created a death roll to windward and
capsize). I will pour in some two part foam in a couple of weeks into
the upper third of the mast to see if I can restore its floatation
capacity. This used to work quite well! If there was space in the
wooden mast, it should also work. If you have internal halyards, you
need to create a space for them by running some pvc tubing into the
mast to hold them, or reaming out a passage through the poured foam
after the fact.
this mast is about 2.5" in cross section and about 18 feet long. The
upper 8 feet of mast contains the foam. The boat itself was 13.5 feet
long.
David Jost "itching to get out of this place"
short-@...wrote:
original article:http://www.egroups.com/group/bolger/?start=3566
> All this talk of knock downs has got me spooked.
>
> The talk of the wind pushing the upturned bottom of the MJ sounds
> alarming and the end of the mast digging into mud sounds like it would
> make it impossible for self-rescue.
>
> I am considering building an AF3 and was wondering how big of an
> air-tight box would I have to put on the top of the mast to prevent it
> from turtling in the high-gust winds that the MJ experienced.
>