Log of SV Free Spirit and ships company

The chronicles of the schooner Free Spirit and her crew, embarking on an open ended journey upon the great rolling heap. Free Spirit is currently pursuing humanitarian and commercial goals in the Dominican Republic, on the island of Hispaniola. Working under the Ocean Reach USA and Paradigm Research banners, she is serving as logistics headquarters, workshop, and development laboratory for many ongoing projects. This is the log of her journey.....

Contributors

Google
 
Web sailfreespirit.blogspot.com
If you are joining us for the first time, click here for an introduction!
Books and more, at the Schooner Free Spirit Chandelry
Clothes and more, at the Free Spirit Logo Shop!

Saturday, May 13, 2006

LA2 Centreboard repair, Day 2

Today I planed down the irregularities from the fiberglass filler with a cheese grater plane. I then filled and smoothed the area with Marine-tex, a structurally reinforced epoxy with a thick consistency - not pourable, but very sticky. Tomorrow after it cures I will plane this down and sand to a smooth finish. The centreboard will be stronger than new, and performance unimpaired. Success!

posted by CT | 8:22 PM | 0 comments

Keel Repair


A sneak peview from the soon to be written story about last years Prince William sound cruise... We hoisted two jibs on the fractional rig of Laura Ann II to pick up some speed downwind. Note the automatic sheeting arrangement for the "flying jib", which was set flying on the topping lift. A partly filled gallon jug provided a counterweight which provided the correct sheet tension to keep the sail full, counteracting both wind variations and roll. Sailors have always been known for their ingenuity, and there is a perfect example here - it worked beautifully for hours on end!

In preparation for her new sailing season, the centerboard needs a bit of touching up. It was nicked a bit last season, and I left it to dry out over the winter. I mixed up a bit of glass snippings with some west system epoxy to fill the majority of the area with a strong, reinforced substrate. I used masking tape to form the rough shape and hold the glass in place while the epoxy cures... more photos tomorrow!!

posted by CT | 2:35 AM | 0 comments

Friday, May 12, 2006

Back to the grindstone

After settling back in, I find myself once again engaged in the many tasks nescecary to prepare for our journey. Right now, I'm focused on selling boats, cars, stuff - anything we won't be taking with us. After some twenty years of being a collector of things, disgorging them all at once like this is an unsettling but liberating experience. Currently headed for "the block" - Venture 24 sailboat, Roberts 27 Sailboat, 1996 Conversion van, 1970 Carryall, and various other items too numerous to list.

posted by CT | 7:18 PM | 0 comments

Introducing Propcalc 4.0

Use Propcalc to easily match your hull with your engine, transmission, and propeller
Put the known data in the top fields, then hit the Update button to get the answers.
Results, of course, should be verified by a Naval Architect or qualified surveyor.
Data is provided for three bladed propellers of average type
For two or four bladed props, use the modifiers shown below.

Fill out the fields as follows:

Vessel LWL (ft) = Waterline length
Vessel Disp (lbs) = Vessel displacement
(max) HP = Rated Engine Max HP
Engine RPM max = Engine RPM at Max HP
Engine RPM cruise = Desired or estimated cruise rpm
(Cruise or Max) Kts = Speed to work the calculations for
Slip = Propeller efficience. 45% is average for a displacement cruiser.
Gear ratio = 1: Gear ratio of transmission
SL Ratio Adj. = This value will be added (or subtracted, if a negative value) to the calculated S/L ratio.

Key information:

If the "hp required" is greater than the "cruse HP", you have your cruise RPM set too low for your engine parameters.
If the "hp required" is significantly less than the "cruse HP", you have your cruise RPM set too high for your engine parameters.
If the "hp required" is greater than the "Max HP", then your target speed is too high for your engine/hull parameters.
The S/L ratio is calculated automaticaly based on your input. It can be adjusted if necessary, but normally it should be left alone.
If the calculated S/L ratio exceeds S/L MAX, then the results are likely to be non-predictive. Try a lower speed requirement.
SL Ratios of 1.1 - 1.4 are typical of displacement hulls. Semiplaning or planing hulls can go higher.

Typical propeller slip values:

Sailing auxiliary, barges, etc less than 9 Kts............45%
Heavy powerboats, workboats 9 - 15 Kts....................26%
Powerboats, Lightweight Cruisers 15 - 30 Kts..............24%
High speed planing boats 30 - 45 Kts......................20%
V bottom race boats 45 - 90 Kts...........................10%


Note:

it is possible to get irrational answers by irrational input , I.E specifying excessive speed for hull type and length
Any attempt to exceed hull speed (1.34 times the square root of the waterline length in feet) with a displacement hull are likely
to fail unless the hull is extremely fine (multihull) or otherwise exceptional. In such cases, an S/L adjustment would be in order.

2 and 4 bladed props:


For two bladed propellers, multiply the diameter by 1.05, and the pitch by 1.01
For four bladed propellers, multiply the diameter by .94, and the pitch by .98
PROPCALC
  Inputs:
Vessel LWL (ft) =
Vessel Disp (lbs) =
  (max) HP =
  Engine RPM max =
  Engine RPM cruise =
  (Cruise or Max) Kts =
  Slip =
  Gear ratio = 1:
  SL Ratio Adj. =
   
    Solutions:
  Prop rpm max =
  Prop rpm cruise =
  Pitch =
  Diameter =
  Static Thrust =
  Cruise HP =
  Cruise HP% =
  SL Ratio =
  DL Ratio =
  SL Max =
  HP Required =