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.....

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Tuesday, October 10, 2006

Cactus's Place

Laura, Jimmy McDade, Mallory Smyth, Dad (Bud Smyth)

Blayde, Drake and Valin with a horny toad.

Looking out from Cactus's grave site, at the valley below. His homestead was just this side of the group of trees on the right side. A fire had come through a few years back, and all that remains are burned remnants of what once was.

Jimmy McDade, Tamer, Blayde, Dad, Drake, Mallory & Valin

We came out to see Cactus’s old home where he was working horses when I met him twenty-five years ago. Of course, the house is gone, and Cactus has moved on to the great range beyond age, but it was a completing experience nonetheless. While we were there, Blayde found an old soda bottle capper buried in the dirt. He placed it on Cactus’s grave , so that he would always have a root beer handy.

You see, Blayde had heard the stories of how Dad and co. would go down to the bottling works as boys and drink the bottles that did not cap right. Sometimes, they would “fix” the cappers so that they would work less often than otherwise, thereby assuring an ample supply of free soda! This particular capper had been “fixed” as well, it looked like it would probably unseal many bottles when the lever was released. How it got here, to Cactus’s ranch, remains a mystery, but now it has found its purpose. When we had visited the relatives in Burns, it was explained to me like this.... Cactus's brother and sister (Bobby & Carol) told me that their (Cactus's) parents had at one point owned a bottling company in Burns where these events transpired.

We went to Andrews (Johnnie a.k.a. Cactus lived in Andrews) with Jimmy, our oldest living relative (born 1907) and got to hear many old stories from the past century. He spoke of the good old days, and I picked his brain a bit on ranching. Thank you, Jimmy!

I also had the occasion to meet a most interesting fellow, with the distinction of having flown the most combat missions in B-29's in WWII, and being the only person to have been court marshalled for flying a B29 in inverted flight. It was later found that since the G-forces remained positive throughout the loop that the aircraft was not, in fact, flown in inverted flight, so he was not too harshly penalized. He was notorious throughout the command, however, and was a peer and friend of Doolittle and many of the other famous flyers of WWII. He relates a story about the Enola Gay, and has serious doubts based on his own witness regarding whether the Enola Gay left from the base that it is said to have left in the historical record, or from another base entirely. Hmm....



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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%


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

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. =
  Prop rpm max =
  Prop rpm cruise =
  Pitch =
  Diameter =
  Static Thrust =
  Cruise HP =
  Cruise HP% =
  SL Ratio =
  DL Ratio =
  SL Max =
  HP Required =