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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Thursday, March 01, 2007

Anchor Locker Repairs


A lot of our focus the last couple of weeks has been spent on repairing the anchor locker. Here I am grinding out around the cutwater to allow for a level place to weld the new pieces into.



Tamer, starting work on the Starboard stringers, with the port side already completed.



After a hard days work, both sides of stringers are now in and ready for the plates to be installed.



Tamer being the amazing genius that I love, came up with a brilliant plan for getting the new pieces of steel to fit into the holes. It started with holding a large piece of cardboard on the outside of the boat, while Valin traced the outline from the inside of the anchor locker. It was quite a challenge to fit the pieces for the simple fact that the bow of the boat is curved, and when the bad portion was removed with a cutting torch & saws-all, it did not leave a straight edge.



Matt and Tamer doing the final fitting of the cardboard template.



The outline......



The cutting......



Part of the struggle with this project was holding a 100 pound piece of steel in place, while it was fitted and spot welded. Tamer welded pieces of chain to the inside part of the steel, and this allowed Matt to manipulate it with a come-a-long from inside the anchor locker.



Teamwork.... How thankful we are for Matt's help with this task. This demonstrates how Matt was also able to use the come-a-long from the opposite hole as well as from the inside.



Tamer grinding the edges to insure a perfect fit.



"Almost done!!"



Tack welding the starboard side. What you don't see is Matt inside, sweltering, getting covered with sparks.



But, now you do :-)



Skip ahead about a week, and thankfully Raoul came to visit, and between the two of them they got the mill scale removed! A huge job!



What we realized later, is that because Raoul was on the starboard side, he was in the direct sunlight all afternoon, where as Tamer stayed nice and shady. An accident?? I think not :-) Just kiddin', thankfully Raoul is not prone to sunburn.



Wow! I'm kinda cute! If only that one eyebrow hair wasn't there...



After my Ospho application. We painted the next day, but I have not gotten a picture yet of it all white and shiny. Now we have to get out of denial about grinding / Osphoing / and painting coal tar epoxy on the inside. Hopefully next week!!

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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%


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 =