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.....

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!

Sunday, February 22, 2009

Sunsets, Sunrises, and Florida ~ Early December

Sunsets while at sea are more amazing than from land, by far. There are no distractions to the eye, just you, the sea, the sky, and the sun. Tamer took these while we were out for a couple of days from South Carolina to Florida.

The type of 'touchdown' that we are in tune with and understand!

Sunrise the next morning just off of the coast of Fernandina Beach, Florida. We spent a couple days here, and then a couple at Cumberland Island, Georgia across the inlet again. It was a bit chilly, so we didn't spend much time on the beach or in the water, but it was still really beautiful.

Drake stayed at the ship while we were provisioning in Fort Pierce, Florida. He is definitely our little fisherman, and proved his skills by catching a small hammerhead shark off the docks. He threw it back, but not before getting some great pictures to prove his fish tales!

Pretty cool, huh??

Sunset in Fort Pierce...
After we stopped briefly in Titusville, Florida to visit Leonard & Julie and P'tit Louis, we stopped here to do some transitioning. Kent needed to take care of some land obligations that prevented him from staying aboard. It was here that we were sad to see him go, but understanding of what he needed to do. Sherron also joined us here, and we brought Bretton Hubbard aboard the day before we got here, in Titusville. Tamer had interviewed Bretton while up in Alaska this past August. Because his schedule prevented him from arriving until December, we set him up to crew for P'tit Louis in Florida. Due to the fact that Kent needed to leave, and P'tit Louis would have been over-crewed after all, he was able to join the crew of Free Spirit. It is funny and unexplainable how things happen sometimes!

Bretton's first time at the helm of a boat! It only took a few minuted to realize that he was a natural!

Bretton and I locking through in the Caloosahatchee River.

A regular sight in the Caloosahatchee River, the kids probably wonder if this was the one that they named Bob while we lived at Glade's :-)


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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 =