Longtime Anarchist Dave Clark updates all of you foiling freaks on the new UFO. Ask him specifics in the thread. Check out the latest video of some winter UFO foiling from the air and the water over on Youtube.
Time to get excited! Things are coming together over here in Rhode Island. The UFO is finally through the stage of production preparation that I’ve come to refer to as “Industrial foreplay” and it’s go time. The hull and deck molds move back onto the Zim Sailing factory floor this week, where they’ll commence to build the first 40 boats. The first 100 sets of foil struts are being finished up at the extruder in New Hampshire. The next 50 sets of spars are on their way from the manufacturer overseas. North Sails is hard at work making the first 20 suits of sails and Schaffer Marine in New Bedford is going full-tilt machining parts. The objective is to build 100 to 150 UFOs in 2017 with the capacity to step up production further as the class grows. This is the start of the period where you folks with deposits will be getting the heads up of the materials nearing the mold and thus the option to opt in or out.
The Tweaks: What’s changed since The Foiling Week?
Controls: Every little percentage gain in foil control allows for a truer flight path. While these things aren’t noticeable in the beginner or intermediate use ranges, they pay off in spades at the high end, enabling you to fly higher and more aggressively in all conditions.
We added a stiffer all-carbon wand with a carbon paddle, taking all available buffering out of the wand. Buffering does a few beneficial things but also comes with some flaws, especially in extremely gusty conditions. All told the stiffer wand realizes the full benefit of our ‘mountain goat’ style gearing.
We lengthened the wand sprit. There’s been a revolution in the moth class around getting the wand as far forward as possible, as it increases the gain on the sensor and thus responds to pitch changes more immediately. This enables the boat to be flown more confidently in big waves.
Both of these things benefit performance racers and recreational sailors. From a performance racers perspective, the combined effects enable you to race harder. From a recreational perspective, it makes the boat hardier and smoother in challenging conditions.
Sail: We found it necessary to add a full-length batten just above the clew to get rid of a set of creases that propagated upwards from the tack. Further we added a cutout for the clew to add an extra bit of leech tensioning capacity, as a tight leech is critical to going really really fast on foils. We also added a fillet bulb to the bottom of the endplate which assures a solid deck seal. This bumps up the efficiency of the sail by another increment. The front end of the fillet bulb additionally functions as a pouch to stow the halyard and other items, closing with Velcro.
Dolly: While the single-axle beachcat dolly is the best option for a catamaran, keeping the bunks upright and lining them up on both bows is more annoying than it should be. Further, while a retaining strap across the deck does hold the dolly, it’s more trouble than it could be to tie on and untie. We found that the easiest usable configuration is a beachcat dolly with cylindrical pads and short tethers on either side, which clip to the gunwales. This makes the dolly easier to put on and take off the bottom. Further we concluded that a wider wheelbase made it easier to pull the boat towards a ramp on a reach, so we moved the wheels outboard of the hull. A tertiary benefit is that the new dolly from Dynamic Dollies packs exceptionally well.
Hiking straps: Outstandingly short sailors and outstandingly tall ones pointed out that the straps were either too far away or too close for them. Making their position adjustable solves this problem easily. People also wanted the straps to stand up more, so that sliding a foot into one would be easier. To do this, we rigged them with rigid tubing, which causes the straps to stand up.
Cosmetics: While I personally often scoff at considerations like this, it’s nonetheless an important feature to a good percentage of people and the UFO has gotten noticeably more spruced-up. While our original hull tooling was incapable of imparting a high gloss finish, the production tooling imparts a polished gleam to the gel-coat. Further, all the aluminum parts are anodized black, there’s a little bit more exposed carbon in the package and a few more decals and bright colors. In line with the UFOs alien aesthetic, the production sails are clear with neon green trim, which together with the white hull and black hardware, foils and spars yields a tri-tone neon green, white and black color scheme. The available deck pad color options are neon green, black and white and the gelcoat options are black or white.
The fully enumerated list of tiny updates, improvements, cleanups is too long to go into. This is merely the shortlist. Beyond that, it’s the same old basic fun-machine we know and love. And with that, I need to get back to the fight.
Fulcrum Speedworks llc.
February 7th, 2017
We’re not sure just what the recipe is for smashing the ultra-high performance fleets like they seem to, but we send a hearty congrats to our carbon-spinning friends at CST Marine on a phenomenal 2016 for the Aussie mast builders. Learn more about their dinghy development and winning ways here.
1st Moth World Championships
1st Moth European World Championships
1st Contender World Championships
1st Contender Australian Championships
1st I14 Australian Championships
1st 16 Foot Skiff State Championships
2nd 16 Foot Skiff Australian Championships
1st MG Australian Championships
1st NS Australian Championships
1st Sabot Australian Championships
1st F11 Australian Championships
February 7th, 2017
Every sailor knows keels have become more and more of an issue over the past few years. We’ve seen multiple deaths, disappearances, and dramatic rescues, all thanks to under-engineered, poorly constructed, or unmaintained keel attachments. The designers over at Stephens Waring put a laymen’s look on this oh-so modern issue in their latest newsletter, which we reproduce here in part:
They’re boats. Not much happens without their keels. You’d think that the average boat person would be all over what’s up with the big heavy things down-under their boats. But most don’t and for good reason. The engineering involved intimidates: The Beach Boys would never, ever write a song “Hull John B.” And Jimmy Buffett, as much as he loves to fly, never got far with a tune called “Changes in Laminar Flow, Changes in Lateral Resistance.”
But irrational keel fear is pretty darn dumb, once you know what it does and why. So let’s start with how a keel is attached to your boat. And for that, let’s have a marine-engineering moment and take a deep dive into the bulb keel on our 50-foot daysailer Ginger, which we finished back in 2007 at Brooklin Boat Yard, in Brooklin Maine.
What keeps this lovely keel under Ginger, and not lying on the bottom somewhere, is an interesting nautical puzzler, indeed.
Crazy Glue Doesn’t Work
For starters, no matter how much adhesive, basic wood framing, or any sort of rudimentary attachment systems you might have, nothing easy and simple keeps a keel, a keel. These big heavy underwater wings are too massively loaded, and work too hard to be attached by anything basic. What’s required is a bomb-proof connection technology that conjoins the massive bulb at the bottom of a modern keel to the relatively light engineering and framing at the bottom of a modern hull.
There are several paths to brokering that structural handshake: We’ve spec’d vertical bolts in some boats that straight run up from the vertical axis of keel, through holes in the hull. And are attached with big honkin’ nuts. Like 6-inch, giant suckers that need special wrenches to tighten. But nuts and bolts kind of drive us kind of nuts. They loosen. They eat up interior volume. They need special tools. Heaven forbid you cross thread one. Oh boy.
Instead, for Ginger we developed a keel with its own attachment structure, that could be fitted into a watertight socket in the bottom of the hull. It’s not exactly how airplane wings attach into a plane fuselage. But it’s close. And we love how tough the green structural attachment frame in the sketch to the right turned out to be: That’s the bronze ‘gridwork’ fabrication — a structural element that creates a water-tight framework in the hull’s structure. This beefy sucker, that can never, ever move, is then pinned in place by a giant, horizontal rod that slides along the axis of the keel. Connecting keel to boat. Nice and tough.
February 7th, 2017
Michigan’s Ron Sherry is America’s premier ice boat racer, and he put this vid together a couple of years ago after an incredible trip to Lake Baikal in Siberia. Differing from the usual iceboat video because of the forward/aft-facing split-screen and informative text commentary, this is probably the single best video ever published for those looking to feel what racing a DN Iceboat is really like.
We also congratulate Ron and 19 year-old son Griffin for accomplishing every sailing parent’s dream – each won their fleet at last week’s DN North Americans, with Ron logging his 12th NA Championship in the Class with 5 bullets out of 7 races.
Wanna learn more about the fastest sail-driven racing on the planet? First, visit Ice Boat Racing for years and years of great stories, pics, and video. Then, check out the video tour we did of Ron’s iceboat-building shop this past weekend. Finally, keep an eye on the Sailing Anarchy Podcast (iTunes here, Stitcher here) later this week for an hour of chat with Ron about life, family, and hard water sailing.
February 7th, 2017
Whatever it is, it looks pretty awesome. Got anything?
February 6th, 2017
Keep Turning Left is a brilliant infotainment series about the coastal United Kingdom produced entirely by Cruising Anarchy member, Dylan Winter.
Dylan explores the extensive coastline of the UK from his Westerly Centaur, using his wit and storytelling abilities to relate the incredible beauty and history of each region to his viewers.
Keep Turning Left has always been primarily funded by its producer and Paypal contributions from the viewers. Unfortunately, Keep Turning Left has run out of funds and the series is in danger of ending before Dylan has completed his journey around the UK.
The funding goal is the estimated cost to keep the series running for one more year. Costs include moorage and maintenance for his boat, fuel and commuting costs to and from filming locations, and videography equipment.
The series illustrates the wild beauty of less commonly seen regions of the UK and the cultures of the people who inhabit them. Keep Turning Left is very popular with locals but also with international viewers who may never have the opportunity to visit these areas in real life.
It would be a grave disappointment for the series to end before all of the UK’s wondrous coastal regions can be documented by the series. To learn how to contribute, jump in this forum thread.
February 6th, 2017
Yeah, these things fly too…
February 6th, 2017
Back to the old bucket style at the Superyacht Challenge Antigua with great courses designed by the sailors for sailors and the parties…No blue blazers and ties at this event and ten barrels of rum handed out at the prize giving sounds like our kind of event! Great shot of the Baltic 112 Nilaya hitching a ride on Adela‘s quarter wave busting out at 18 knots by ClaireMatches.com.
February 6th, 2017
I am now 75 years old, a number that seems something from science fiction, and about to leave Durban, South Africa, on GANNET, my ultra-lightweight Moore 24, to continue what, time and chance permitting, will become my sixth circumnavigation.
GANNET has new mainsail and tiller covers, a fourth mainsail reef—as small as her mainsail is, last year while using sheet to tiller self-steering I found even the third reef left up more sail than I sometimes
wanted—and a hoodie.
Any spray hood is a compromise, particularly on GANNET. This minimalist hood was suggested to me by Joost, a Dutch sailor who has something similar on his small boat. So far it has proven useful blocking the morning sun from shining into the Great Cabin and permitting me to leave the companionway open for ventilation in rain. If it also reduces some of the water coming below through the closed companionway at sea, I’ll be satisfied.
Unseen are a bracket to prevent the Tides Marine mainsail luff track from pulling away from the mast and cleats on the mast for a mainsail tack reef line, as well as new masthead wind units to replace those torn off when a wave rolled the masthead into the Indian Ocean last year.
Gone are two more failed Aurinco solar panels. With the larger Solbian panels near the stern, GANNET still has 150 watts of solar charging.
The little sloop will sail with a record five tiller pilots on board. She left San Diego in 2014 with four and reached New Zealand with none working. She left New Zealand in 2016 with four and reached Durban with one working, but only because I sailed 7,000 of the 9,000 miles using sheet to tiller steering. I am again prepared to use sheet to tiller and it will be interesting to see how many tiller pilots are operational when GANNET reaches the Caribbean.
To put this in perspective, five GANNET-size tiller pilots cost less than one autopilot on most ocean crossing boats.
Today is Sunday, February 5. GANNET is fully provisioned for more than two months and we both have been ready to go since Friday. However the weather is not cooperating.
On two previous passages west from Durban, I have been able to sail with the wind behind me for three or four days and reach Port Elizabeth easily. There is no prospect of even two days without headwinds against the Agulhas Current in the foreseeable future, so we are day to day.
When we do leave, I may stop at East London and/or Port Elizabeth or I may keep sailing on to the Caribbean with only a brief stop at St. Helena. Cape Town is one of the most beautiful cities in the world, but I will bypass it this time.
GANNET’s tracking page is: https://my.yb.tl/gannet We are actually tied to the left hand side of that dock. At present the Yellowbrick is inactive. I’ll turn it on before we leave, though I don’t now know when that will be. It is set to update positions every six hours.
For more information: http://www.inthepresentsea.
February 5th, 2017
HH Catamarans announced the newest addition in their new line of luxury, performance, carbon fiber cruising cats Thursday. Renowned naval architects Morrelli and Melvin will lead the design team and the yacht will be built by Hudson Yacht Group at its state-of-the-art production facility in Xiamen.
The HH48 will fill a void in the semi-custom high performance catamaran market – a robustly built, blue water capable, fast cruiser with intelligent yet simple systems ideally suited for the owner-operator. The 48 will adhere to HH Catamarans’ core philosophies: advanced design, lightweight construction and luxurious finish, but will aim to reach a slightly different audience. For the sailor who’s serious about safety, speed, comfort, technology and style, the HH48 will offer the best of all worlds in a compact, easy-to-manage package. Contact.
February 5th, 2017