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, January 13, 2009

The Haul Out & Bottom Job Deltaville, Va 10/22 ~ 10/31

At first glance, she really did not look all the bad.... After she was up and secure on the stands we were able to perform a better inspection. We found large areas of the hull that were covered with 'water blisters' under the bottom paint. There was not any rust showing anywhere, but given enough time to degrade, would definitely do some major damage. After we sanded of the bottom paint, we discovered that there had not been good enough prep/sanding done on many areas before te bottom paint. We had a lot of help at this stage before we launched, and we madethe mistake of not checking things more carefully. But, now we know :-)

Kinda dirty, huh?.... One of the major reasons that we wanted/needed to haul out was to re-strike the water line. This picture shows really well the corrosion, barnacles and muck that is on the painted hull of the boat and not protected by the black stripe of bottom paint.

Getting her parked in her spot....

Tamer sanding away and working hard, like always!

Back to ladder boarding... At least it is only temporary :-)

Tamer, Blayde and Paul re-striking the water line so we know how far up the side to sand and prep.

Starboard side ready for the first coat of paint. You can see in this photo were the sanding stopped, and where the new water line will be.

Port side....

The ablative bottom paint is very soft, and Valin proved this!

Paul, getting his first haul out experience... His hard work allowed me and the boys the luxury of leaving to Ohio for most of this work time. Thanks!

Normally, all of the gray water we produce goes straight over board. During haul out we have to hook up a drain hose and bucket or it makes a terrible mess.

TA DA!!!!!!!!!!!!!!!!!!!!!!



Blogger Gayle said...

Amazing work! I can't believe the transformations you make!

5:18 PM  

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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 =